elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Training / Qualification; Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon touchdown for an intended touch and go; my student (who holds a student pilot certificate) unintentionally pressed the left brake and caused an abrupt left turn. The safest course of action was to continue straight ahead which caused the aircraft to depart the runway onto the grass. I brought the aircraft to a safe stop and then taxied onto the nearest taxiway and continued via Tower instructions to parking. No damage to the aircraft or airport property was noted; nor was there injury to my student or myself.




Synopsis: C172 instructor pilot reported a runway excursion after the student pilot inadvertently applied the left brake during landing.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: After takeoff; positive rate gear up. Shortly thereafter we got a warning gear disagree. Followed QRH. But had question about it and after we had message gone we were over landing weight not near a long runway. So we flew direction destination on Flt Plan we flew for a while and send message to Maintenance and Dispatch. Since everything seemed OK we were kind of hoping to go to our filed destination. Dispatcher pointed out correctly that QRH call for nearest suitable airport; and suggested a nearby Class B. We landed there on the 47;000 card because we flew it until we burned enough fuel. We flew the airplane to our previously filed destination after with the gear pinned down. The biggest threat to me is that it seems overkill to land at nearest suitable airport after we resolved the warning message for the RT main gear disagree message. It would have been possible to fly all the way to our filed destination and get the fire trucks to stand by over there and not have everyone inconvenienced. If the gear doesn't come up I can see this but all indication to me were that is was up without any extra drag etc.It would be nice if we can get a little bit more explanation the gear disagree message and what it means if it goes away; what could possibly be wrong that causes us to have to land at nearest suitable airport.




Synopsis: A CRJ-200 right main landing gear disagree alerted after takeoff. Once the QRH was completed the Captain continued toward the filed destination but was advised by Dispatch that the QRH required landing at the nearest suitable airport; so the Captain diverted.
Date: 202006
Local time of day: 0601-1200
Location: SEA.Airport, WA
Weather elements / visibility: Rain; 6
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SEA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Confusion; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: After vacating on Runway 16L at SEA; we have to hold on the taxiway because our assigned gate [was] still occupied. At that time; we were talking to SEA South Ramp Controller and Controller instructed us to hold position after joining parallel Taxiway B on geographic position marking 16 that is for low visibility condition and it is not depicted on the normal taxi chart. So; we had experienced difficulties to find that position.I suggest that geographic position markings need to be depicted on the normal ground chart if it is going to be used via Controller or; not in low visibility condition; the geographic position mark should not be used for ATC purposes. SEA is unfamiliar airport for us.




Synopsis: Air carrier Captain reported being issued taxi instructions in at SEA airport to hold at a geographic position marking that is not depicted on the normal SEA airport taxi diagram. Reporter suggested that the marking which appears only on the low visibility chart should not be used in taxi clearances when airport is not in low visibility conditions.
Date: 202108
Local time of day: 1801-2400
Location: MIA.Airport, FL
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Other unknown
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); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload; Confusion; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Ramp
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Airport; Chart Or Publication; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: After landing at MIA we were assigned to taxi to Gate G5; which was not depicted on the chart. We could not see where Gate XX was since it had no jetbridge; and the last gate we could see with a jetbridge was XY. After coordinating with Ground Control we stopped on Taxiway Sierra and coordinated with Operations to have a Marshaler come out at the beginning of the J-line so we could see the gate. We then realized the XX was a remote gate with no jetway or signage except lettering at the top of the J-line; which you could only see as you got close. We then asked Ground Control and were cleared to the gate; but neglected to call Ramp Control until queried by Ground Control. We contacted Ramp Control and were then cleared to the gate. Both the FO and I were unfamiliar with MIA and first time for me landing there.Operations could not describe the location of XX to us; so that's why we had them send a Ground Marshal to the top of the J-line. We could have paid attention to the airport information page which lists ramp control frequencies.


Second narrative: Taxiing in to a hard stand that was not charted on either our airport pages; requested assistance in locating our gate with Ground. They attempted to help us but we were unable to locate our gate. We received confirmation of our gate location with Company Operations then queried Ground if we could taxi to the gate. Ground gave us permission and we entered the alley and proceeded to our gate. At that time Ground informed us that we needed to immediately call gate services; which we did; however; we were already in the alley and had failed to receive permission. Gate informed us that we should have called prior to entering the alley. We apologized and taxied to parking.


Synopsis: Air carrier Captain reported the taxi charts and ground markings for the assigned gate in MIA were not available and poorly marked.
Date: 201402
Local time of day: 0001-0600
Location: OAK.Airport, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower OAK
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After landing on Runway 30 we were given taxi instructions once clear of the runway. We were told by Oakland Ground Control to taxi to the gate via Taxiway 'W'; 'V'; and 'T'; which we did. When approaching Taxiway 'U' I noticed another aircraft taxiing on Taxiway 'W' parallel to us; at a high rate of speed. This aircraft had landed after we had begun our taxi. This is relevant as it speaks to the speed of this aircraft while taxiing. We were approaching Taxiway 'U' and I was about to make a left turn into the ramp area when I again noticed the approaching aircraft. It became clear that he had no intention of slowing. I then slowed the aircraft to a stop; to avoid a collision. The other air carrier turned to the right side of the inbound taxi line; and passed to our front in excess of twenty knots. I asked Oakland Ground Controller for a phone number to call which she gave me. When I made contact with Controller I asked 'Did you see what just occurred in the ramp area?' She explained that the ramp area was not under their control; however she had seen the other jet 'Cut you off'. I explained how inappropriate the action of the other pilot was; and advised that I would be filing a report. I made a second contact with the Ground Controller to find out the flight number. She told me and also told me that the Captain of the [conflicting aircraft] had called and was seeking my phone number in order to apologize. Had I turned our aircraft; or had not stopped; we would have most certainly collided. It is my opinion that this aircraft which had landed after us had no intention of yielding to our aircraft even though we had arrived the intersection long before he did. Lacking direction from the Ground Controller as to who was to enter the ramp area first; it became clear to me that the urgency of this pilot trumped safety. Had I not stopped the jet when I did; or had turned to the left; the aircraft would have most definitely collided with our aircraft. They would have not been able to stop due to their speed. Their wingtip passed within 50 FT of the nose of our aircraft.




Synopsis: Air Carrier Captain on Taxiway U near T; reports being 'cut off' by another Air Carrier entering the OAK ramp on Taxiway T. The other aircraft had landed after the reporter and took a slightly different route to roughly the same gate area.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Downwind
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Glider; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Practicing pattern work; on beginning downwind of my last circuit; engine lost power and shut down. Dropped gear; flaps; declared [emergency]; performed a couple of 'S' turns and landed on 02 (180 from 20 from where I departed). I touched down at midfield; and managed to coast to a taxiway and then to a ramp. Later I was informed that the fuel pump had failed.

Callback: The reporter stated that he was with the Mechanic when the engine was examined. They found the bolts holding the mechanical fuel pump firmly again the crankcase had come loose. Subsequently; the pump shaft separated from the crankcase and ceased operation which lead to fuel starvation.



Synopsis: The bolts holding a C-172RG mechanical crankcase fuel pump worked loose preventing pump operation and so the engine quit from fuel starvation. The pilot declared an emergency; made a 180 degree turn and landed safely on the runway he had just departed.
Date: 201306
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: MD-82
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: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising at FL330 we received a cabin altitude oral and light warning.  We checked our cabin altitude indicator and verified our cabin altitude was over 10;000 feet and still climbing at 700-900 feet per minute.  We put on our O2 masks; executed the QRH procedures; and declared an emergency with ATC.  In our descent we were able to gain manual control of the cabin.  We then contacted Dispatch and he concurred that we divert instead of proceeding on to destination.




Synopsis: MD82 First Officer receives a cabin altitude warning at FL330 and after verifying cabin altitude above 10;000 feet and climbing an emergency descent is initiated.  During descent manual control of the cabin is gained; but the crew elects to divert to a suitable airport.
Date: 201501
Local time of day: 1201-1800
Location: RUT.Airport, VT
Flight conditions: IMC
Light: Daylight
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class E RUT
ATC / advisory: Center ZBW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Distraction; Confusion; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: We were established on the RNAV (GPS) runway 1 at RUT. We flew the published step downs as depicted. Upon reaching WIRAX which is the FAF; at a mandatory altitude at or above 3;800' msl; we continued the decent as published to 3;100' msl which is the altitude MDA on the approach. Leaving 3;800' and somewhere between there and 3;600' we received a TAWS warning for terrain; and it repeated; 'caution terrain too low; terrain terrain pull up.' Keep in mind we both had our TAWS overlaid on our PFD's and didn't see any threat according to the picture. Without hesitation; I elected the go around; selected the TO/GA button disconnected the autopilot and flew VX at full power away from the 'threat' and preceded to fly the published missed approach. We contacted ATC and advised we would like the RNAV (GPS) Z 19 at RUT. In addition the winds now favored the RNAV 19. After the flight we evaluated; and we couldn't figure out why the TAWS gave us a terrain message; we were flying the approach as published.




Synopsis: A PC-12 flight crew flying the RNAV (GPS) Runway 1 IAP at RUT received a TAWS alert shortly after beginning their descent from the FAF; WIRAX; to the MDA of 3;100 MSL. They executed a go-around and requested and safely completed the Runway 19 RNAV approach.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Other all
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Other unknown
Result: General None Reported / Taken
Contributing factors: Procedure; Chart Or Publication; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X; ZZZ1-ZZZ did a block-turn-back for maintenance and transload. Due to delay; flight ended up arriving in ZZZ when Tower was closed. I knew ZZZ Tower was closing due to staffing/COVID cleaning and because of the block-turn-back; I simply forgot to add Non-Tower Ops worksheet.Airport towers are constantly closing early due to COVID cleaning or staffing and just need to pay attention to them. Suggest going ahead and sending crew via email Non-Tower Ops Worksheet just in case of delay.




Synopsis: Dispatcher forgot to include Non-Tower Operations worksheet with the aircraft paperwork.
Date: 201902
Local time of day: 1801-2400
Location: MSY.Airport, LA
Weather elements / visibility: Fog
Aircraft: 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 MSY
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Physiological - Other; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: I was working Ground Control taxiing three aircraft from the ramp to runway 11 via E (from directly below the tower to the far west side). As the first two made their way west a fog began to roll in. I was waiting for Aircraft A to come out the other side of the fog but it seemed to be taking longer than it should. I noticed Aircraft Y begin his take off roll at the same time I found the Aircraft X on the AMASS (Airport Movement Area Safety System) heading towards Runway 11 on taxiway F. I yelled for Local Control to stop him and he canceled his take off clearance. Aircraft X keyed up as I attempted to reach out to him. He said that he must have taken a wrong turn and shouldn't he continue forward. I told him to hold his position and asked if he had room to make a 180 without entering the runway. I don't recall the exact answer but it was a no. Aircraft Y exited the runway and I asked local if I could enter the runway to turn him around. He said wait for the next lander which was Aircraft Z. Aircraft Z landed exited at taxiway D (just before F). I was able to put Aircraft A on to the runway and exited him at taxiway D as well west bound on taxiway F. The CIC (Controller in Charge) reported it downstairs to the Supervisor and the Supervisor reported it to whoever. However I overheard the conversation and no one repeating the situation mentions Aircraft Z that still landed. I didn't want anyone to get in trouble should they pull tapes. I assumed when I asked to enter the runway that Aircraft Z was being sent around. And I admit when he said he was landing I didn't argue. It maybe had been unsaid but I did think maybe a go around might add a problem in the weather even though Aircraft X was outside the 'gate' on the AMASS he was facing the runway stationary. I believe it was handled the best way possible in all honesty. I just didn't want it to look like a possible event was being hidden.




Synopsis: Tower Ground Controller reported a taxiing aircraft entered a runway at the same time a departing aircraft was beginning its takeoff roll.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown; Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; Check Pilot; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Procedure; Human Factors; Airport
Primary problem: Human Factors

Narrative: During taxi in to Gate at Airport; I followed the lead-in line which branched off the taxiway. We cleared the safety zone as we approached the gate.The fuel truck was just outside the right side of the safety zone.  There was a Company Ground person standing next to the truck. The Marshaler was signaling that we were on the taxi line and approaching the stop bar. As I brought the aircraft to a stop; my Check Airman said 'STOP'. He then informed me that our winglet had contacted the fuel truck.


Second narrative: Taxiing in to Gate; the (PF) was taxiing on the yellow line; I was PM in the right seat. We cleared the safety zone as we approached the gate. The fuel truck was just outside the right side of the safety zone. There was a Company ground person standing next to the truck. I looked back out the front to check how the PF was taxiing and we were on the taxi line; and the Marshaler was signaling that we were on the taxi line and approaching the stop bar. I then looked back just as the winglet hit the top of the fuel truck and the Company ground person signaled stop. I said 'stop' to the PF and he was stopping at that time.


Synopsis: While taxiing to the gate with guidance from ground personnel the flight crew reported that the aircraft wingtip struck a ground vehicle