elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Brake System
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After starting the engine and during our pre-taxi check at ZZZ Airport; the student pilot and I performed a brake check. The student occupied the pilot seat; and myself in the co-pilot seat. We both confirmed positive brake pressure in each pedal. We contacted Ground Control and received taxi clearance to taxi to runway XX via taxiway A. During the taxi from the FBO ramp to taxiway A; we had positive brake pressure. As we approached the end of taxiway A for runway XX; we started to maneuver the aircraft to the left so that we could make a 180-degree turn into the wind in order to perform an engine run-up. As we started to go left; the student pilot stated that he did not have pressure on the right brake. I took control of the aircraft and confirmed that I did not have pressure or authority in the right brake. I applied full right rudder for nose wheel steering and full right brake and the airplane continued straight ahead. At this time I determined the plane was going to depart the taxiway surface; and promptly pulled the mixture to idle cut-off to stop the engine running. I believe that this was the safest thing that I could do to ensure the safety of my student and myself. After that; the airplane departed the taxiway and the left main landing gear came into contact with a taxiway light.




Synopsis: Flight Instructor reported the right brake failed while the student was maneuvering for run-up and aircraft departed the taxiway.
Date: 201604
Local time of day: 0601-1200
Location: LGA.Airport, NY
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E N90
ATC / advisory: TRACON N90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: While getting radar vectors to runway 4 after a runway change into LGA we encountered a possible UAV at 8;000 feet. There was no apparent vertical movement in the object to appear like a balloon rising. The object was black in color; and maybe no more than a few hundred feet horizontal separation of our aircraft [off] the left side. We were flying an easterly heading over New Jersey near the New Jersey Turnpike exit 8A.




Synopsis: Air carrier Captain reported a UAV at 8;000 feet near Jamesburg; NJ while on vectors to LGA Runway 4.
Date: 201605
Local time of day: 1201-1800
Location: PRC.Tower, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground PRC
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Runway 12 was in use and Aircraft X requested Runway 21L for departure. Aircraft X called for taxi. I needed to hold them for crossing traffic on taxiway Echo. When I could taxi them I did. My phraseology was Aircraft X; Runway 21 Left taxi via Charlie; Hold short of Runway 12. Aircraft X read back the clearance with the hold short instruction. I observed Aircraft X taxiing too fast approaching Runway 12 and told them to stop. When Aircraft X stopped; the nose and part of the front wheels were passed the hold lines. I received a runway crossing clearance from Local Control 1 and had Aircraft X cross Runway 12.After Aircraft X had permission to cross Runway 12; they asked; why the quick stop? I advised them that they had a hold short instruction. They replied that they had read back cross runway 12 on the taxi instruction. After verifying with the tapes; the pilot did indeed read back the hold short instructions. My only recommendation would be better active listening.


Second narrative: Flight delay in excess of two hours due to low oxygen in R hand bottle; First flight of day 4 in the trip. Taxi Aircraft to get serviced at FBO maintenance across runway 12. Normal taxi. Planned single engine turn upon return. Found out the night prior to departure scheduled FAA line check in the morning which caused both crew members additional pressure and been discussed repeatedly prior to flight. Upon finishing Single engine turn; requested taxi. Ground control instructs hold position. We hold.After receiving Taxi clearance we begin taxi; FO says: lights on; cleared to cross then shortly after Ground control calls: Aircraft X- stop! I bring Aircraft to immediate stop before hold short line and request additional information from ATC. We receive further ground taxi instructions. Perform First flight of the day runup and depart normally. Normal flight and landing in ZZZ.Ask for 2nd crossing authorization prior to any runway crossing just to make sure on the same page with ground control. Asking twice never hurts and could have prevented this event.


Synopsis: PRC Ground Controller and pilots reported a runway incursion. Aircraft was initially told to hold short; but they read back cross which was not corrected by ATC.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Corporate
Operating under: Part 91
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class G ZZZ
Reporter organization: Contracted Service
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Ambiguous

Narrative: I have a PPL and also hold a Section 333 Exemption for commercial UAV operations. This violation occurred when I was filming a commercial for a private golf course with my UAV. I reported this flight to local airports and filed a NOTAM as required. However; during filming for this commercial I was less than 500 feet from people (anywhere from roughly 20 to 200 feet) which is a violation of the terms of my 333 Exemption. All of these people gave me verbal authorization to be filmed under these conditions; nobody was hurt; and the flight occurred safely as planned. Approximately two days ago I discovered that I need a Motion Picture and Television Operations Manual (MPTOM); among other things; in order to film during commercial UAV operations that occur less than 500 feet from people. This violation occurred because at the time I did not fully understand the '500 foot' rule that applied to this flight/project; but I should have; so the real cause is ignorance on my part. The corrective action I am taking is to cease this type of operation and apply for a MPTOM. I do believe this type of operation can be conducted safely by me and other UAV pilots that do not presently hold a MPTOM; provided they have the proper equipment and training. However; I do see value in the application and approval process related to a MPTOM. Note: Flying time figures provided above are 104 total hours of ASEL with 0 in last 90 days; plus 26 hours of logged UAV flying time with 3 hours in the last 90 days.




Synopsis: Commercial Drone Operator reported having conducted a photo shoot job using a company-owned drone within 500 feet of personnel on the ground which is a violation of their authorization to film during commercial UAV operations.
Date: 201910
Local time of day: 1801-2400
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON ZZZ
Aircraft component: MCP
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During our arrival to ZZZ from ZZZ1 we had the wrong runway transition for ILS Runway XXL. I realized it when we started to turn south bound and Approach Control asked us if we had the wrong transition loaded. Immediately we asked for vectors and were given vectors for Runway XXL. While we were intercepting the localizer our FMA and MCP went blank and were unable to intercept the LOC for XXL. I instructed CA to hand fly the visual to XXL; since it was VMC. We rolled out on final slightly right of localizer course; which tower asked if we were established and we said correcting; since we were just little right of course. We then verified the runway and continue to land visually to Runway XXL. I made several attempts prior to glide slope intercept to reset MCP to no-avail. Raw data approach was uneventfully flown by Captain to normal landing. We continued to gate; and during my after landing flow recycled FDs and MCP RESET; we both noticed that the FMA returned to normal values after we landed; it was not blank anymore; with normal indications.


Second narrative: During our arrival to ZZZ from ZZZ1 we had the wrong runway transition for ILS Runway XXL. We realized it when we started to turn south bound and approach control asked us if we had the wrong transition loaded. Immediately we asked for vectors and were given vectors for Runway XXL. While we were intercepting the localizer our FMA went blank and were unable to intercept the LOC for XXL. Tower asked if we were established and we said correcting; since we were just little right of course. We then saw the runway and continue to land visually to Runway XXL. We continue to gate and notice that the FMA returned to normal values after we landed; it was not blank anymore.


Synopsis: Flight Crew reported that while intercepting the localizer; the MCP and FMA went blank. The approach was flown to a normal landing in visual conditions.
Date: 202003
Local time of day: 0601-1200
Location: ASE.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 350
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ASE
ATC / advisory: TRACON ASE
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Company Policy; Procedure; Airport; Airspace Structure
Primary problem: Procedure

Narrative: VMC Visual into Aspen; light winds and configured early. ATC approach cleared us for a Visual Approach but told us to line up straight with runway due to inbound traffic behind us. Pilot Flying had aircraft configured and stable but due to straight in we got a TAWS terrain alert. We were obviously going to miss the obstacle but were slow to disconnect autopilot and respond to alert. By the time corrections were made got another alert. Once clear the terrain we continued to airport and landed without incident.We should not have accepted straight in or maintained higher altitude. At the moment of incident a go around in mountainous terrain seemed more dangerous since we were clearly above terrain. After landing we debriefed and realized we should have went around and made a second approach.




Synopsis: A Corporate pilot conducting a Visual Approach reported receiving a Terrain Alert but continued the approach.
Date: 201905
Local time of day: 0601-1200
Location: BNA.Airport, TN
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BNA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Airport
Primary problem: Airport

Narrative: Our lightweight [Aircraft X] was stuck on Taxiway B5 short of 20R. When cleared for takeoff; thrust was applied to taxi into position and depart. The aircraft did not move. Several additional attempts were accomplished with sufficient power to move the aircraft. During the last attempt to taxi; the rippled pavement caused vibrations in the aircraft and lent us to believe we were dragging a tire. Airport operations were notified. Local Maintenance inspected the aircraft; and airport operations inspected the taxiway and marked all of the divots. Local officials notified us that other aircraft had experienced the same problem on that taxiway. Eventually we were pushed back out of the divot and taxied effortlessly back to the terminal to resume our flight to ZZZ.




Synopsis: Air carrier Captain reported taxiway pavement damage at BNA airport.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Procedure
Primary problem: Procedure

Narrative: The FAA needs to take action regarding the over-saturation of CTAF frequencies at non-towered airports. I fly in the X area out of ZZZ1 airport; and frequently use ZZZ as a training field; as well as other fields in the area. The CTAF frequencies are grossly over-saturated; and it is unsafe to operate at non-controlled fields; especially on weekends and good weather days. I'm sure the FAA will come up and say there are no frequencies available; but I don't believe this; and the FAA could reassign other frequencies that are assigned to other uses but less used; to the CTAF function. Three or four airports share the same CTAF frequencies; and while flying some patterns I am unable to make one location transmission due to the CTAF being used by multiple pilots at multiple airports at the same time. This will cause an accident; it's just waiting to happen.




Synopsis: GA pilot reported concerns with CTAF frequency saturation and the use of one frequency for multiple airports.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff we had a ECAM Anti-ice Captain Pitot static. After completing ECAM; the QRH follow up directed us to the ETOPS guidance which stated to avoid icing conditions. Based on forecast icing conditions; and with Dispatch guidance; we were unable to continue into ETOPS airspace; additionally we were unable to return to ZZZ because of icing as well. We diverted to ZZZ1 to avoid icing condition. En-route to ZZZ1 we had an additional ECAM Anti-ice CAPTAIN Probes. We held for approx 1 hour to burn down below max landing weight. Uneventful landing. Having the phone app and being able to talk to Dispatch clearly and conveniently was a great help in this event. If this would have happened a bit later in our flight we would have attempted to do this on a HF phone patch. Not having SATCOM on our aircraft on our aircraft on a 180 min ETOPS flight is unacceptable and verges on irresponsible.  Captain pitot static anti-ice failure.




Synopsis: A321 Captain reported diverting to an alternate airport after receiving an ECAM alert on the Captain's pitot/static anti-ice system.
Date: 201409
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On takeoff at 80 knots; no airspeed indication on Captain's side. Captain chose to abort takeoff. Normal aborted takeoff.  Turned off runway; stopped; and conferred with Dispatch and Maintenance. We were then instructed to taxi to the gate. We arrived at the gate without incidence and deplaned the aircraft.


Second narrative: On takeoff roll; after setting power; I looked at my airspeed indicator to make the '80-knot' call. This is when I realized it was not working so I looked over at the First Officer's airspeed indicator and we were approaching 80 knots. I elected to and called for the takeoff abort. We had an uneventful abort and cleared the runway. Tower asked for the reason for the abort and the First Officer told them it was an inop airspeed indicator. I stopped the aircraft when clear of the runway and called for 'flaps up.''' I discussed with the First Officer the maximum speed we attained and we decided it was around 120 knots. We checked brake cooling at this time. I briefed the Flight Attendants and Passengers. Dispatch was then notified and requested that we taxi to the gate and call them when we got there. We taxied uneventfully to the gate. Approximately 10 minutess after parking; the #1 tire went flat.


Synopsis: B737-300 flight crew reports rejecting a takeoff due to the Captain's airspeed indicator being inoperative. The inoperative indicator is detected at 80 knots; but the takeoff is rejected at 120 knots.
Date: 201712
Weather elements / visibility: Rain
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Other / Unknown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: Arriving flight taxing into gate. Departing aircraft on aircraft right is on line (A) at stopping point. Wing tip is very close to outbound aircraft as the light on Safe Park gave him the all clear.Aircraft involve was a 777 and a 737 which was on spot (A) getting ready to be released to taxi. Triple 777 wing tip was very close to 737 nose and winglets upon arrival yet light indicator on Safe Park still gave the all clear. Near miss because the wing almost overshadowed the 737.




Synopsis: Ground Personnel reported discomfort with space between to parked aircraft; one a large transport and the other mid-sized.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: [I] departed ZZZ VFR direct to ZZZ1. [I] made three radio calls on the ZZZ CTAF frequency indicating taxi; departure; and crosswind departure. No radio calls were made by other aircraft in the vicinity. No navigation lights; strobes; or landing lights were observed on final or in the pattern by either the pilot or the co-pilot. On crosswind departure from ZZZ; Runway 22; at approximately 900 feet; we were alerted by multiple ADS-B sources in the aircraft to inbound traffic for landing on Runway 04; approximately 25 feet horizontal from our position; and 100 feet below. No lights were observed in the air. The pilot in command made an immediate course deviation to avoid the traffic on final approach. Radio calls made after the deviation did not result in a return. The co-pilot observed a high-wing aircraft landing downwind at ZZZ approximately 90 seconds after our course deviation. Another radio call to ZZZ resulted in no communication.




Synopsis: Cessna 172 pilot reported an NMAC after take off.