elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 0001-0600
Location: BGM.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Snow; 0
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Weather
Primary problem: Weather

Narrative: On taxi out to Runway 34 at BGM airport there was blowing snow bringing the visibility down to almost 0. The only taxiway sign for taxiway L (Lima) was obscured. The yellow directional markings on ground were covered with snow. We missed the taxiway and slid off ramp just west of taxiway Lima(L). No injuries but substantial damage to nose gear.


Second narrative: Began taxi from ramp between Taxiways M and L.  While taxiing parallel to Bravo PF (pilot flying) called for taxi checklist.  PM (pilot monitoring) head was down for a brief period while doing taxi checks.  When PM looked up he told PF that something looked wrong about the aircraft position.  Almost immediately the aircraft entered the grass on the east side of Lima.  PF attempted to continue through grass to Bravo and the Aircraft dropped into a snow obscured swale and came to a stop.  Aircraft secured and evacuated.  2 crew and 2 passengers on board.  No injuries.


Synopsis: Flight crew reported excursion from taxiway during low visibility conditions on snow-covered taxiway BGM airport.
Date: 201605
Local time of day: 1801-2400
Location: CRP.TRACON, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C CRP
ATC / advisory: TRACON CRP
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were assigned the RNAV (GPS) Runway 18 into Corpus Christi. ATC gave us direct to CAVLA intersection; told us to cross CAVLA at 2100 ft and cleared us for the approach. The Pilot Flying set 1700 ft into the altitude window and verified that LNAV and VNAV were active. As we descended towards CAVLA; the Pilot Flying entered a speed at CAVLA of 200 knots. It took a long while for VNAV to compute the new input. As we were about to cross CAVLA; VNAV disconnected. I pointed this out to the Pilot Flying and we dipped slightly under 2100 ft. He reestablished the aircraft at 2100 ft and then set the altitude selector to zeros and started a Vertical Speed of around 1000 ft fpm descent. The next fix on the approach was PEERS and the charted altitude is 1700 ft. Although I knew he had already set zero in the altitude window; when I looked at the ND (Navigation Display) I noticed that the range to altitude line was right at PEERS intersection. Forgetting for a moment that he had set zeros; I thought that we were on profile to cross PEERS at 1700 ft; but we were actually on a glidepath that was putting us well below the correct altitude. When I figured this out I mentioned to the Pilot Flying that we should set 1700 ft in the altitude selector as we were no longer in VNAV; but by that time we were already flying below 1700 ft. We were around 1400 ft when the Pilot Flying corrected the altitude and climbed back up to 1700 ft. We were in VMC conditions with the airport in sight. The flight landed without further incident.




Synopsis: Air carrier flight crew descended below cleared altitude while on an RNAV approach to CRP.
Date: 201704
Local time of day: 0601-1200
Location: SAN.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were climbing out normally from San Diego and shortly after 10;000 feet and before JORRJ intersection we got a 'DESCEND; DESCEND' TCAS RA. There were parachute jump planes in the area. We saw the TCAS returns for the (I believe) two planes. Almost without warning (I don't recall a 'TRAFFIC' alert) we got a 'DESCEND; DESCEND' command; and the PFD directed a steep descent; almost at the bottom of the range. I immediately disconnected the autopilot to comply and started the descent. In the heat of battle I forgot to call for 'FLIGHT DIRECTORS OFF'. Fortunately it wasn't a problem. We descended at least 1;000 feet (maybe 2;000) before we got the 'CLEAR OF CONFLICT' message. The PNF told ATC we were complying with a RA when it happened; and we told them we were resuming the climb after clear of traffic. ATC had no further comment.




Synopsis: A321 Captain reported responding to a RA departing SAN with a parachute jump aircraft.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel System
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Departed XA:30 with full fuel (3.5 hours range) for ZZZ (ETE 2.25 hours). At XC:30; I was 4 NM west of my destination at 2000 ft and reduced power about 100 RPM to initiate a descent to pattern altitude. Immediately after the power reduction; the engine sputtered and lost power. Changing throttle position or carb heat setting made no difference. The engine quit. I selected a field about a mile outside the airport boundary and landed. The landing was smooth and uneventful. No damage. No injuries.

Callback: The reporter stated no obvious cause for fuel exhaustion was discovered in this older aircraft. The temperature that day was about 12 degrees Fahrenheit which made for low density altitude and higher fuel usage. The fuel tanks were overfilled during preflight so the reporter is certain about the amount of pre-departure fuel.



Synopsis: Aeronca Champion pilot reported the engine quit due to fuel exhaustion 1.5 hours sooner than planned after two hours of flight. A successful off airport landing was completed with no damage or injury.
Date: 201605
Local time of day: 0001-0600
Location: DCA.Airport, DC
Flight conditions: IMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On approach vectors; autopilot was not capturing the LOC; so I; PF; clicked off the autopilot. As soon as I did; I lost my flight director. I was immediately faced with a raw data; in the weather; hand flown; instrument approach. The approach was not stable so we executed a go-around. During the miss; still hand flown; assigned 2500 ft; I climbed to 2900 ft. The controller didn't say anything so I don't think there was a conflict. The second approach was similar to the first. The third approach resulted in a successful approach and landing.I really had my hands full of airplane and the normal automation was unavailable. Attempts to reestablish the autopilot were unsuccessful until being vectored for the third approach. More aggressive attention to the altitude. Maybe let my copilot fly while I tried to troubleshoot.




Synopsis: B737-800 Captain reported going around after an autopilot anomaly resulted in an unstable hand-flown instrument approach.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was cleared for the visual approach Runway 21 into ZZZ airport. After frequency change to Tower I was cleared for a straight in; subsequently I aligned myself on the extended runway centerline and started my descent in SKC VMC (Sky Clear Visual Meteorological Conditions) conditions. When flying over the mountains lying under the straight in approach; I realized that I was approaching too low over the mountains and reduced my descent rate. Nevertheless the Tower Controller alerted me with an altitude warning. I continued the approach after passing the mountains and landed uneventfully on Runway 21.My analysis of the situation led to the conclusion; that while for a standard instrument approach I brief the lateral and vertical flight path according to the approach plate; this visual approach has none; as it is true with most visual approaches. Nevertheless on this specific approach it would help to have an altitude and waypoint over the mountains that helps to plan the approach better than just with the means of the visual assessment. I for myself will determine a minimum altitude and an appropriate waypoint to avoid this situation in the future and stay high enough on the profile.




Synopsis: SR22 pilot reported descending too low over terrain on approach for landing.
Date: 201407
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Learjet 55
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: During descent to FL270 we encountered turbulence or aircraft wake turbulence that did not allow the autopilot to level off at the assigned altitude of FL270 and continued to descend about 450 FT below the assigned altitude. I immediately disconnected the autopilot and climbed back to the assigned altitude of FL270. ATC did not inquire; most likely because we were not in RVSM airspace.




Synopsis: LJ55 Captain reported altitude deviation at FL270 due to either wake vortex or turbulence.
Date: 202009
Local time of day: 1801-2400
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
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 Crew
When detected: Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Had passenger board and was complaining that he was sitting next to another passenger and what was I going to do about it.  Then proceeded to tell me he would not wear his mask the whole flight because he has asthma. I told him he needs to wear the mask at all times.  The lady sitting next to him was asked if she was [ok] sitting by him as we had no open rows; she said she was fine.  I then was putting her bag in the overhead for her as the man tells me to grab his suit jacket as he didn't want her bag near it.  I had the CA call customer service to help the situation; customer service comes and he says he has no problem complying.He was rude in flight; tried to take mask down again and I asked him to put it on; he did.  We land and he cuts the lady off to grab his stuff from the overhead and get off; has his mask off as he is getting off the plane.




Synopsis: Flight Attendant reported a passenger complained about sitting next to another passenger and did not comply with face mask policy.
Date: 201901
Local time of day: 1801-2400
Location: HOU.Airport, TX
Flight conditions: IMC
Weather elements / visibility: Turbulence; 4
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B HOU
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: On arrival into Houston; we encountered severe turbulence between 4000 - 5000 feet 10 miles northwest of CARCO; which is on the ILS 4 approach plate into Houston. We were at 250 knots and our speed was uncontrollable and went to 280 knots for a period of time. The Controller asked what our speed was and I responded that we were trying to get it back to 250 knots but the turbulence was making it difficult. The airplane also went past 30 degrees bank and we got the 'Bank Angle' call out. It was very rough and we gave a PIREP and wrote the airplane up when we were on the ground.A previous airplane told ATC that they encountered severe turbulence; on a previous frequency. I questioned ATC where that plane was and the Controller said he did not hear that. Other airplanes also chimed in about the severe turbulence report. Unfortunately; the Controller didn't hear and did not attempt to find out from the plane that he just switched over to another frequency to find out details. I did tell the Controller that it was the airplane who he just gave a frequency change to that reported it.


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


Synopsis: B737 flight crew reported severe turbulence in the initial stages of the approach for landing.
Date: 202111
Local time of day: 1201-1800
Location: LZU.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground LZU
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Communication Breakdown; Confusion; Troubleshooting; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I had just refueled at Name (FBO) off of Taxiway B and had received the following taxi clearance: 'Aircraft X; Runway 25; taxi via W'. As I was exiting the FBO and was about to make the right turn from Taxiway B onto Taxiway W; I noticed a Aircraft Y taxiing fairly quickly from West to East just to the West of Taxiway B. Having been issued a clearance without restriction (e.g.; such as to follow the Aircraft Y); I assumed the Aircraft Y would slow down and allow me to merge onto B. Within a split second; I realized that the Aircraft Y wasn't slowing down and that we were on a collision course if no evasive action was taken.To avoid the collision; I braked hard and brought our aircraft to a stop. The Aircraft Y's wingtip passed our nose by only 30-35 ft.  Just as I initiated the braking maneuver; ATC called with a transmission similar to: 'Aircraft X; do you see the...' This was meant to point out the Aircraft Y; but as he was transmitting; the controller must have realized that I had come to a complete stop already. He stopped mid-sentence. The lessons from this near-miss for me are:1) Never assume that another aircraft will stop for you; even if you have been given an unrestricted clearance. 2) Remain vigilant of other aircraft at all times.3) Do not assume that ATC will foresee and manage every conflict on the ground. If in doubt; ask ATC for a resolution.4) Once a safe outcome of the operation is in doubt; take immediate and decisive evasive / corrective action.




Synopsis: Small aircraft pilot reported a ground conflict with a large jet aircraft while taxiing at LZU airport.
Date: 201711
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flight arrived on blocks at XA:00; the arrival onto [maintenance] bay procedures were normal. I was in the process of my aircraft walk around check and our C Mechanic had completed the oil service on right engine. At XB:05 I was near the nose gear and the C Mechanic was up on a high stand carrying out oil service on left engine when I heard an engine starter starting up. I turned toward the left engine to see it cranking over. I moved quickly to get the C Mechanic's attention for him to get down off the stand. The refueller was also at the engine with his truck attached to the aircraft and 3 security guards were located 5 meters behind the engine on their way to check the bulk cargo loaders and catering staff.After getting their attention and clearing the area I went straight to the headset at the nose gear to call the flight deck and get their attention.My first call to the flight crew was 'shut the left engine down.' Their response was 'it's not going.'My response was 'the left engine is cranking; shut it off.' Their response 'No? Fuel is not on.'My final call to them was 'listen; the left engine is motoring; the start switch is on start or crank; turn it off.'Their response was 'engine is secured.' And that was the only response I received from them.




Synopsis: Maintenance reported that while servicing the engine oil on a Boeing 787; it sounded like someone attempted to start the engine.