elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 1801-2400
Location: MIA.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground MIA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: We arrived about two hours after dark. Operations had told us we were parking at [the Northeast Ramp]. After landing Runway 30 at Miami; we taxied east on M Taxiway to M11. Ground cleared us to cross Runway 26L and we proceeded across 26L. When clear of the runway; we could not see any marshaller or personnel in the north east parking area. We stopped the aircraft and informed Ground Control we would be stationary at the entrance to the north east ramp. They acknowledged our position. We had Logo lights and beacon lights on. Transponder was on in Mode C. We waited about 10 to 15 minutes for personnel to arrive. Just before I noticed their van arrived at the ramp; we saw an aircraft on final approach to Runway 26R. It passed over the cockpit at an approximate altitude of 100 to 150 FT AGL. Once our Maintenance personnel entered the ramp area we followed them to parking. We contacted Ground Control and advised them of the proximity of the landing traffic. They replied that they thought we were clear of both runways and that maybe procedures should be changed in the future.When we stopped at the entrance to the parking ramp; we were trying to allow ourselves room to perform a 180 degree turn if company changed their mind about our parking location. Our parked location placed our cockpit on the extended centerline of Runway 26R. We noted this; but thought Miami was only using 26R for takeoffs as we had only spotted landing traffic on the left runway. If we had moved forward to commit into the parking ramp; our tail would have been in the runway clear zone. With the benefit of hindsight; we should have remained at the M11 stub and not crossed either runway until we were certain we had personnel on the ramp. It appeared that a miscommunication had occurred between our ground crew and operations. If they had coordinated the parking location; we would not have had to wait for personnel to appear. Our personnel were expecting us to park at the west ramp and had to drive 10 to 15 minutes to cover the 4 miles between the two locations.




Synopsis: Multiple miscommunications and an unexpected delay in parking at a remote ramp exposed the flight crew of a B747 to a conflict with traffic landing on Runway 26R at MIA.
Date: 201301
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Fuel Control Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Relief Pilot
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After pushback the flight crew was unable to start the left engine due to a starter malfunction. Maintenance determined the problem to be a wiring harness malfunction which they fixed. Subsequent start was normal. During the last phase of climbout and level off; we received a Left Engine EEC MODE EICAS message. The appropriate QRH checklist was completed and the Electronic Engine Control was in Alternate mode. Because of the earlier start malfunction due to a wiring harness problem and upon consulting the verbiage in the Flight Manual concerning the EEC; we declared an emergency and landed uneventfully. The landing was 15;000 LBS overweight and smooth. Subsequent taxi to the gate was uneventful. Maintenance was thoroughly debriefed and log entries were made.


Second narrative: While climbing out of flight level 220; [the crew] observed EICAS message L ENG EEC and AUTOTHROTTLE. Performed QRH procedure [which] resulted in both engines operating in alternate mode. [We] contacted Maintenance and Dispatch. After consultation; elected to declare an emergency and [diverted]. Landing overweight at 325;000 LBS with smooth touchdown and roll out.


Synopsis: The pilots of a B767 experienced a fault with the Electronic Engine Control (EEC) during climb and elected to divert to a suitable field. A successful over-weight landing was made.
Date: 201909
Location: SFO.Airport, CA
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: There are gates in SFO where the jetbridge overhangs the Operational Safety Zone when the jetbridge is stowed in the designated stowage box. This results in the Number 1 engine within close proximity to the jetbridge on arrival.




Synopsis: Ground Personnel reported that the jetbridge overhangs the safety zone at several gates; resulting in a collision hazard.
Date: 201503
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Flight conditions: IMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZHU
ATC / advisory: Center ZHU
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was cleared to the VCT VOR at 4000; cleared for the VOR 13 at PSX.  So after crossing VCT VOR I began a descent to the published altitude.  The center controller advised me not to descend; and I asked 'wasn't I cleared for the approach'.  He said cleared to fly it but not descend.  Obviously there was a miscommunication due to some nonstandard phraseology with the clearance; and I believe it could have been better cleared up by the controller by verifying that I understood his nonstandard request. We were beginning our descent to published altitude and then corrected back to 4000 per center request.




Synopsis: A BE36 Instructor reports being cleared to the VCT VOR at 4000 feet; cleared for the VOR 13 at PSX. After crossing VCT outbound a descent is commenced and the Controller advises that the reporter was not cleared to descend; only to fly the procedure.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: Haze / Smoke; Icing; 7
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: I filed an IFR flight plan to go to ZZZ; we went at 9;000 feet then up to 10;000 feet. As we started down to ZZZ all went well till we started our approach to ZZZ. ATC asked what approach we wanted I said 30. ATC said go direct to ZZZZZ Fix I didn't understand them and asked again and spelled it. I leveled off 3;600 feet and started to pick up ice. I called ATC and said I was not able to stay at 3;600 feet; needed to descend below the ice cloud 3;000 at this time. ATC asked if I wanted vectors; I said yes ATC gave me a heading of 340. We flew this then a heading of 360 then I said to ATC I was losing them ATC asked what I meant; I could hardly hear them. Then [another aircraft] said they could hear us and could relay anything ATC needed us to. At that time ATC said take a heading of 310 at this time I called ATC to say I was going to abort the approach and go to ZZZ1. ATC said ZZZ1; then I said no I will continue the approach. ATC said if I would continue the approach I would have to go back to 3;600 feet. I said I could not due to the ice cloud. ATC then asked if I was declaring an emergency or would do the approach on my own. I said on my own. ATC said ok; stay on this frequency for advisories. I thought this canceled the IFR flight plan. Then I was asked again if I was declaring an emergency or cancel my IFR flight plan I said cancel the flight plan. In hindsight I should have closed my IFR flight plan when I saw the ground and not go if there is a chance of ice.




Synopsis: A PA-28 pilot reported encountering ice during an IFR flight cannot avoid icing at 3;600 feet required by ATC. He is prompted to declare an emergency or cancel IFR and chooses the later. The approach was successful.
Date: 201406
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: De Havilland Canada Undifferentiated or Other Model
Operator: Other Research
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Other Research
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Aircraft cleared for a full stop landing. After a normal landing and during the deceleration/roll out phase; the aircraft veered hard to the left. Braking and reverse were utilized and the aircraft was stopped on the left side of the runway. To avoid an obstructing runway light; the aircraft was maneuvered around the light fixture and brought to a full stop. A preliminary look from the cockpit indicated all tires were still inflated; no flat tire. Taxi was continued down the runway to a taxiway with no further adverse handling qualities.  There was no injury; damage to aircraft; runway; runway lights or airport property. Post flight maintenance indicated the nose wheel steering collar caused drag on hydraulic steering system and was the likely cause. Lubrication of nose wheel steering collar remedied the control issue.


Second narrative: [Report narrative contained no additional information.]


Synopsis: After a normal landing and during the deceleration/roll out phase; a De Havilland Canada aircraft flight crew reports the aircraft veering hard to the left. Braking and reverse were utilized and the aircraft was stopped on the left side of runway. A nose wheel steering fault caused by lack of lubrication was thought to be the cause.
Date: 202011
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Climbing out of ZZZ on the ZZZZZ2 RNAV Departure. The departure lists the fix ZZZZZ as cross at or below. As monitoring pilot I was waiting for the hand off from Tower to Departure. Tower was busy handling other aircraft; and sometimes they hang on to you a little longer than normal. My mind was fixed on listening for the hand off; and wondering why we didn't get it. Not to mention I am brand new to the aircraft and have not flown much in the last several months. I finally decided to switch to Departure on my own and about that time I noticed the autothrottles retarding. I realized what had happened; the flying pilot had overlooked the level off and we crossed the fix 600-700 feet high. I contacted Departure and we continued the flight without further incident.




Synopsis: Air Carrier First Officer reported an altitude deviation during departure and cited poor CRM and lack of flying as contributing factors.
Date: 201409
Local time of day: 0001-0600
Location: CLT.Airport, NC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower CLT
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I cleared Aircraft X for takeoff on Runway 36R. I heard Ground issue a clearance for a vehicle to proceed down Taxiway C from C12 so he could inspect Runway 36R from the approach end. The ASD-X later went off saying 'Warning Runway 36R occupied.' I looked up at the ASDE monitor when it went off and saw that Aircraft X was well into his takeoff roll. I turned and saw the vehicle out the window turned around and almost off the runway. I didn't cancel Aircraft X's takeoff clearance because he was about to rotate and by the time I would finish my transmission the vehicle would be clear of the runway. We need to have Runway Status Lights (RWSL) operational on our runways here at CLT. We are too busy of an airport not to have them up and running.




Synopsis: CLT Local Controller reports of a runway conflict and runway incursion with a vehicle and a departing aircraft.
Date: 201807
Local time of day: 1801-2400
Location: GXY.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E GXY
ATC / advisory: CTAF GXY
Second aircraft: Super King Air 200
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had flown to GXY for a cross country solo flight. About 6 NM from my arrival I heard the king air's first traffic call. It was 'Greeley traffic king air 'callsign' 27 miles out; inbound for touch and go's runway 10 Greeley.' I came in and did a full stop taxi back. I began to take off and I heard 'Greeley traffic king air 'callsign' 17 miles out inbound for touch and go's runway 10 Greeley' so I completed 2 more touch and go's and as I entered the left downwind he called out 'Greeley traffic king air 'callsign' 5 miles out runway 10 Greeley' I said 'I can extend for you if y'all would like' to which they replied 'no you have time we are still 5 miles out' so I replied with 'okay thanks' I proceeded to make traffic calls and completed the touch and go. As I started to takeoff again I heard him say 'short final runway 10 Greeley' and as I looked up in front of me I saw him barreling towards me; I was slightly offset to the left side of [runway] 10; so I made an immediate left turn as my cockpit was screaming traffic 12 o'clock. I could see the pilots as I turned and he turned slightly to his left as well. He immediately started a climb and apologized profusely. I flew the airplane till it was in a stable position to reply to him and he climbed out of the airspace and left. I completed one more full stop taxi back and departed the airspace as well. I cannot recall the king air's callsign.




Synopsis: Cessna 152 Pilot reported a NMAC with another aircraft while just becoming airborne.
Date: 202102
Local time of day: 1801-2400
Location: ZME.ARTCC, TN
Aircraft: Cessna 310/T310C
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZME
ATC / advisory: Center ZME
Reporter organization: Government
Reporter function: Enroute; Flight Engineer / Second Officer
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X departed CGI airport pop up wanting an IFR clearance to ZZZ at 030. I cleared him and climbed him to his requested altitude; not thinking about the MIA northeast of CGI being 035 because of the towers. I was concerned more about his speed and losing 5 miles separation with an arrival to CGI from the northwest and getting him to report the field in sight and then he did and cancelled IFR. I was busy tending to other traffic and the MSAW alert never went off. The MSAW normally would go off instantly when the aircraft departed northeast bound because it's a large area that has to be missed. The tower had gone home almost an hour before. They would have asked about it also. When he was roughly 1 or 2 miles east of the tallest tower; a controller at ZKC called me and asked if the aircraft was really at 030. I realized immediately what had happened and I said yes. It was too late to to anything different with the aircraft at that point. He was missing the towers. But after I hung up the landline I realized the MSAW never was flashing telling me he was at an unsafe altitude. I called the other controller back and asked him if his MSAW was going off. He said right after he had called me it started to go off. I fully accept responsibility for making the mistake of not realizing 030 was an unsafe altitude on his route. However; the MSAW should have been going off for several minutes and this is a safety issue. I have been working at this facility for almost 30 years and have never even known it would be possible for me to disable the MSAW and I would never try to do such. The first thing the tech ops guy asked my supervisor was if it was turned on. Like I said; I didn't know it could be turned off on an individual sector any more than you could disable Conflict alert. You can suppress it individually for and aircraft but it is always on as far as I know.




Synopsis: ZME Controller reported MSAW alert failure contributed to improperly issuing an IFR clearance to aircraft below the MVA.
Date: 201505
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During initial descent we noticed both primary airspeed tapes read erroneous. We complied with the Aircraft Operations Manual (AOM) 1 Unreliable Airspeed procedure. It appeared to have unfroze around FL290. We continued to treat the indications as unreliable and landed in our filed destination. My belief is moisture was present in the PITOT lines beyond the protected areas. There was decent amount of frost present on the inside of the widows/windscreens; except where it is heated. After landing; there was water draining from the drain just aft of the nose gear. No airframe ice was encountered during the flight.Continue to retrofit our fleet with the modification. Continue to provide proper training to flight crews. I have experienced this exact scenario during a simulator training Line Oriented Flight Training (LOFT). It was easier to detect the malfunction having seen it before.

Callback: The report stated he did not believe the aircraft was not picking up ice based on the lack of accumulation on the wiper blade and neither ice detector 1 nor 2 were alerting but the aircraft had been intermittently IMC with an outside air temperature of -55°C. One odd circumstance was that frost was accumulating on the inside of the forward windshields. The reporter was not aware of the aircraft sitting in precipitation for an extended period and maintenance too was puzzled why the air conditioning system did not remove all moisture.



Synopsis: Both EMB-145 airspeed indications became unreliable during the descent initiation from FL360 so the Unreliable Airspeed procedure was accomplished. Airspeed indication returned to normal around FL290 and frozen moisture in the pitot system plumbing beyond the pitot tubes is suspected.