elihoole/asrs-aviation-reports huggingface dataset:
Date: 201212
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In turbulence; the pitch mode of the autopilot dropped out of VNAV path and revered to CWS Pitch; and the plane immediately started diving at what must have been about 4;000 FPM. Captain (PF) grabbed the yoke; and disconnected the autopilot and stopped the descent at a loss of about 300 feet. Later in the flight; the same thing happened on descent but there was no altitude deviation.




Synopsis: B737-800 First Officer reported autopilot dropped out of VNAV and started a sharp descent on two occasions.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Time Pressure; Communication Breakdown; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors; Staffing
Primary problem: Human Factors

Narrative: Flight Attendants were one hour and nineteen minutes (1:19) late arrival into ZZZ due to weather; snow blizzard; pilot diversion and de-icing.  We landed in ZZZ and deplaning took time. We had a full load of passengers and numerous wheelchairs.  Cockpit crew finished their day and left the aircraft.  Flight Attendants waited for the last passenger to deplane and walked out the Jetway with the Ground Agent. I asked the Agent which gate was Flight ABCC.  Agent responded 'Gate XX'.As I look to the right at Gate XX the agents are in the process of pulling tickets and boarding the aircraft.  The captain was behind the podium pulling his paperwork.  As I approached the gate I thought another flight may have still been on the gate. Then I read the signage at Gate XX; Flight ABCC. I asked the pilot if he was working the Flight ABCC.  He answered 'yes'. I told him we were his cabin crew.  Because of our late arrival time from ZZZ1 did they pull another crew to work to ZZZ3?  The captain gave me the crew list and we were still the original working crew. I asked 'Who is on the aircraft boarding the flight? I stated to the agent 'We are the working crew'. 'Who is on the aircraft boarding the flight'?Agent A looked at Agent B and asked 'Didn't you check the crew?  Who is on board the aircraft'?  Agent A sent Agent B down the Jetway to check if there was a crew on board.  Agent A then checked my ID and the rest of the working crew ID's and we proceeded down the Jetway. We passed Agent B in the Jetway and she confirmed there was 'no crew on board'.  This was a 757 aircraft; we were using the L2 door for boarding.I entered the aircraft there were between 10-15 passengers on board. Approximately six (6) passengers in First Class; the catering representative in the First Class galley wanting to check the galley packing; a non-working uniformed pilot was trying to stow his too-fat for the overhead suitcase in the closet; agent gave an unaccompanied child UNACH to Flight Attendant #4 to sign for and bring on board the aircraft; before the cabin crew had a chance to stow our luggage and check out safety equipment.




Synopsis: A B757 flight attendant crew arrived late for their flight because of weather delays and found that the gate agents had begun boarding their flight without them having had the opportunity to do their pre-flight checks. The aircraft was not ready for boarding.
Date: 201407
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain; Trainee
Human factors: Situational Awareness; Distraction; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Human Factors

Narrative: Flight departed without final weights being uplinked. Flight was delayed due to inbound delay. Our flight needed to receive an oceanic clearance on ground with ATC due to our oceanic entry point. A specific estimate is required for clearance. We were operating with oceanic entry point estimate and flight delay in the forefront of our departure effort. My experience with Sabre to date has been trouble plagued. A computer crash resulting in a very long delay; gate return and numerous other glitches have left me frustrated and with an overall impression that it needs work. That was a contributing factor in this incident. With all doors closed we proceeded with pushback. An FMC message appeared that we didn't have our final weights. This occurred at a task heavy point. I'm communicating with the push crew and monitoring push while this occurred. I'm thinking that this must be another problem with Sabre. How could a flight be 40 minutes late and there be no final numbers? The cargo doors had been shut for 20 minutes. Earlier my First Officer had worked on and received takeoff performance for our planned ZFW; wind; and flap setting. During taxi we received a perf data uplink; which we accepted. Our earlier takeoff data matched; we agreed to use those numbers. Still no uplink; I'm thinking that it's a glitch preventing loading. We agree to enter our numbers in T.O. REF. page. ATC wants to know if we're ready; we discuss the situation and agree to depart. I'm fully confident that this situation while not fully compliant with standards was safe and appropriate.




Synopsis: B757 Captain reports being rushed by a late gate departure and the requirement to meet an oceanic entry point estimate; and departs without the final weight and balance.
Date: 201204
Local time of day: 0601-1200
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E EWR
ATC / advisory: TRACON N90
Aircraft component: FMS/FMC
Component problem: Malfunctioning; Design
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Distraction; Confusion; Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Company Policy; Aircraft
Primary problem: Aircraft

Narrative: While descending on the JAIKE 3 STAR into TEB; prior to JAIKE we noticed FMS #1 and #2 off course slightly 0.4 NM left. ATC called and asked us if we were going to JAIKE and we said yes. He responded with turn right heading XXX; JAIKE is 1 to 2 o'clock 3 NM. Between JAIKE and ILENE we were always about 0.4 NM left of course despite several re-directs on the FMS. I told ATC we were having some navigational issues and we went to heading mode again for a short time. He said try direct MAIZE. We went direct MAIZE and at one point ATC told us we were almost a mile off course. We were between 15;000 and 9;000 during the event. Many traffic advisories were given to us. Good thing we were day VMC. We landed without incident. This happened to me about a month ago flying a STAR into a mountainous airport at night IMC same aircraft. We wrote it up then and wrote it up again this time. This aircraft still has the old 5.1 software. Upgrade to 6.0 software. Query ARTCC to get the tapes and map of the event in order to accurately reflect the incident. All data should be passed on to our team and Honeywell. A thorough investigation and testing should be conducted before we have a midair or CFIT incident.


Second narrative: [Narrative #2 contained no additional information]


Synopsis: A Fractional on the TEB JAIKE 3 STAR was told by ATC that the aircraft was off track 0.4 NM and the crew reported that same Honeywell FMS System with software V5.1 had the same issue previously and it should be updated to V6.0.
Date: 201807
Weather elements / visibility: Thunderstorm
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel
When detected: Other Push-Back
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: Was ready for pushback. Captain released brake before engine was started; which is normally not a problem; but the parking brake on the tow tractor failed. Aircraft was immediately backing away and pulling the tow tractor. I repeatedly tried to apply brakes and start the engine. Neither was working; so I was just trying to keep the aircraft going straight so I didn't lose control of the steering. The Captain at first was telling me I didn't have clearance to push. I was telling him I had lost brakes; but was also trying to keep the aircraft that was increasing in speed straight. My lead was signaling the cockpit to ease the brakes and the Captain told me he knew not to just set the brakes or it would break the tow bar; I said yes; please stop the aircraft slowly or something to that effect. Once the aircraft reached the VSR (Vehicle Service Road) and ran over the drainage grate; it began to turn tail left. With limited steering I was having to fight to keep the tow bar from going past the red line. It never got too close or past that point; but was heading in that direction when the Captain eased the aircraft to a stop. My lead was able to move the shifter and get the tractor to start. As soon as the tractor was running and the brakes were working; I told the cockpit to release the brakes so I could straighten the aircraft out as it was pretty near where it needed to go and the Ramp had just closed due to lightning. My lead was there with me and there was no damage to the tow bar/shear pin. If there was anything I could have done. It would have been to make sure the pushback was running before I talked to the flight deck. I have never had an incident before where the tractor (running or not) was unable to hold the aircraft.




Synopsis: Tow tractor driver reported the tow tractor brakes failed during push-back.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance
Detector: Automation Aircraft Other Automation
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: When we received our final weight and balance I noticed our CG was 29% [MAC].  Once the below the line [checklist was complete] and push back began we got a >STAB GREENBAND EICAS message.  We accomplished the QRH procedure.  No mistakes were found.  The message remained.  Informed operations of our problem and advised we needed to be towed back into parking.   Shutdown.  Load supervisor came on board. He and the Captain proceeded with the QRH procedure to verify each position and can on board the aircraft.  The load supervisor stated that this was the 5th time he had done this.  All cans were verified.  New weight and balance received.  Pushed back and got the same >STAB GREENBAND EICAS message.  Made uneventful takeoff from ZZZ.  Uneventful landing into ZZZ2.  Noticed when configuring for landing that our vref speed was 155.  Our minimum maneuvering band was 153.


Second narrative: At that time I checked all ULD numbers and positions onboard the aircraft with the assistance of the Load Supervisor as required by the QRH. All positions checked as correct; and no loading issues were discovered. Maintenance then used their reference material to dispatch the flight.  We blocked out for the second time at XX28Z; and the remainder of the flight was uneventful.


Synopsis: A B747-400 flight crew received an EICAS STAB GREENBAND warning during pushback; conducted the associated QRH procedure and returned to the gate for assistance.  A subsequent dispatch was successful.
Date: 201906
Local time of day: 0601-1200
Location: TPA.TRACON, FL
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B TPA
ATC / advisory: TRACON TPA
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While talking to Tampa and cleared into Class B airspace I descended out of the Class B airspace. I set up a normal cruise power setting and flew south off the coast. I then climbed back into Class B and headed back east. I was new to a fast airplane and not used to the speeds it is capable of. In reviewing my flight I realized that I must have been at too high an airspeed below the Class B airspace; about 230 knots. I will be sure to slow before descending below Class B for now on.




Synopsis: Experimental aircraft pilot reported exiting Class Bravo while flying at over 200 KTS.
Date: 202009
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant; Person Gate Agent / CSR
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were told by customer service that passengers to be seated in row XX 1 and 3 would not keep masks on in the boarding area. They had lowered their masks and B FA spoke with them when doing exit row briefing. Later; I spoke with them and asked them to wear them. The man said; 'I don't agree with wearing masks.'  I reminded them that they agreed when checking in and that is policy. I also told them that it was necessary to protect others sitting around them. They complied; maybe because they slept much of the flight.In addition; many people removed masks when ordering beverages and also when eating and/or drinking.  Frequent requests to wear masks except when eating and drinking occurred throughout flight by all FAs. It is stressful and feels very unsafe for FAs and passengers located nearby.  I believe my safety is compromised when masks are removed and we must go to passenger seat to remind them.




Synopsis: Flight Attendant reported multiple passengers did not comply with face mask policy.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About half way into our flight; the VSI was showing 'TA only'.  I asked the Pilot Monitoring (PM) to inform ATC that only the TA function of our TCAS system was operational; and could they descend us into non-RVSM airspace. ATC said; that's okay; we have you on radar. At this point; the 'TA only' message was gone; so the PM did not say anything further to ATC about the TCAS being a company requirement for RVSM operations. About 10 minutes later the 'TA only' message reappeared; and I now requested to descend to FL280. Shortly after leveling at FL280; the 'TA only' message disappeared.




Synopsis: MD-83 Captain reported that only the TA function of the TCAS system was operational and requested clearance into non-RVSM airspace.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Object; Inflight Event / Encounter Object; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: After a one hour sightseeing flight in hot air balloon; I approached a large vacant lot in a residential neighborhood for landing. The wind had been around 2-3 knots out of the north for the previous 20 minutes of the flight. As I descended to land; the wind picked up to approximately 8 knots from the northwest and I touched down towards the southeast corner of the lot and was then dragged out of the lot and onto the road. As the balloon deflated; the ground crew and I were unable to keep the envelope from being blown onto a street lamp on the south side of the road. After the wind calmed; we re-inflated the balloon and were able to safely roll it off of the street lamp.




Synopsis: The pilot reported on his encounter with a street lamp after landing his hot air balloon.
Date: 201708
Local time of day: 0601-1200
Location: BWI.Airport, MD
Flight conditions: Mixed
Weather elements / visibility: 7
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: Tower BWI
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Approaching BWI we were being vectored for the visual 33L. We were left high on the arrival due to a short flight. We were assigned the RAVNN 6 THHMP transition; but we were limited to 16;000 ft due to an MEL for the number 2 IDG (Integrated Drive Generator) so the altitudes were not flown as assigned on the arrival. Weather was dawn with 7SM visibility and some scattered clouds. We were expecting the visual and on a heading direct GRAFE; the FAF. Approximately one to two miles from GRAFE; ATC asked if we would prefer the ILS. We still didn't have the airport in sight so we elected to take the ILS. We briefed it only as a backup to the visual so everything was setup except for minimums. The PF (Pilot Flying) was busy trying to slow when we were cleared immediately for the ILS. Our course had us headed to GRAFE at approximately 2000 ft.  The aircraft intercepted the Localizer over GRAFE and the PF was busy trying to configure and slow. I had stated the aircraft was not descending yet upon crossing and we were at 2000 ft; all the while in VMC conditions but with the airport not in sight. The VNAV showed us about 500 ft high on the path but correcting. I missed the 1000 ft call due to the rushed conditions but caught up and stated one at 800 ft. The PF was still correcting on the glideslope. We had a Pull Up (I think; it was a GPWS warning but I could be wrong on the exact verbal warning) as the PF was still correcting. We went IMC approximately 400 ft AGL and I called approaching minimums at 100 ft above. I had to reference the Approach plate as we didn't have the minimums set. PF had the correct responses and I called minimums and we landed uneventfully although slightly above REF speed. ATC asked us if the shallow layer was an issue when landing and we stated it was at minimums. The first we were told of any cloud layers. As the PM (Pilot Monitoring); I didn't do my duties when I stayed quiet about a go-around. Everything happened so fast and I had no doubt the PF wouldn't get it stabilized; but it was too late in the approach when it did stabilize. Upon the GPWS call an immediate go-around is required and neither one of us called for it.




Synopsis: B737-700 First Officer reported crew received a GPWS warning on an ILS approach to BWI and encountered IMC conditions close to minimums; did not go around but landed.