elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 0601-1200
Location: BED.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb; Climb
Airspace: Class D BED
ATC / advisory: Tower BED
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Passenger
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: There was another aircraft on frequency with a similar callsign. ATC tried to contact me in order to stop climbing due to intersecting traffic descending for the left downwind. I had just taken off and did a southerly turnout. ATC did use my full call sign and N number. However; I missed that transmission and Aircraft Y responded instead. ATC thought it was me and didn't repeat the transmission. Shortly after; my passenger in the front right seat pointed out the aircraft. And I immediately stopped my climb and began a rapid descent. I am fairly certain that if she hadn't pointed that aircraft out; we would have flown right into it. I had heavily emphasized sterile cockpit rules and scanning for traffic during their passenger brief; and as first time General Aviation passengers; they put effort into looking for traffic with me.




Synopsis: A General Aviation pilot reported a NMAC due to communication issues with similar sounding call signs.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Mission: Training
Flight phase: Parked; Cruise
ATC / advisory: Ramp ZZZ
Aircraft component: Aerofoil Ice System
Component problem: Design
Reporter organization: Air Taxi
Reporter function: Instructor; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed As Precaution; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Preflighted TKS anti-ice system earlier. Noticed TKS fluid streaming into cabin air vent intake at preflight. During training flight; pilots decided to land and take a break due to both having bad headaches. Both pilots noticed subtle TKS odor; both pilots had bad headaches; and both pilots noticed hands were sticky. TKS fluid is contaminating the aircraft cockpit ventilation system. Aircraft has a sticky film inside and out from TKS fluid. An MSDS I've seen for TKS fluid; mentions wearing eye protection; gloves; etc. It warns against breathing TKS fumes and coming in contact with fluid. Mentions TKS fluid exposure can cause headaches; eye irritation; symptoms of intoxication; kidney damage; brain damage; etc. Also mentions fluid is flammable. Not sure how an aircraft covered in a flammable liquid that is dangerous to humans was certified for use.




Synopsis: A C208 instructor and student noticed TKS fluid streaming into the cabin air vent intake during a TKS system preflight. Later during the training flight; both pilots developed headaches so they landed for a mid session break.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning; Failed
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying with a student in the left downwind for Runway XX at ZZZ; Aircraft X experienced an electrical systems failure. The transponder was lost first; prompting ATC to ask for an ident. Upon realizing the transponder had turned off; we tried to troubleshoot and further investigation revealed the ammeter was discharging. After notifying ATC we had a power issue and needed to land as soon as possible; we were vectored to make way for a fleet of inbound Aircraft Y's. After more troubleshooting I notified ATC that we were still losing power and requested priority handling. We were cleared for landing on Runway XX just before the radio died. After making a safe landing we exited the runway on Taxiway XX and came to a stop. Emergency vehicles responded so I shut down the engine and was eventually towed back to the flight school.




Synopsis: C152 flight instructor reported an electrical malfunction and eventually lost all electrical power before safely landing.
Date: 202010
Local time of day: 0601-1200
Location: IAH.Airport, TX
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: Flight Director
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While on the DRLLR5 arrival and approaching DOMNO intersection; I was monitoring the FMS which took us just to the north of IAH then a left turn to proceed downwind for Runway 26L IAH on a 087 track to SKLER intersection. At DOMNO the autopilot did not make the turn and we received the Lateral mode off Crew Alerting System (CAS) message. I was the Pilot Monitoring but immediately turned the aircraft to make an intercept correction using heading mode to intercept the 087 track outbound. In the turn; ATC contacted us and gave us a heading to intercept then stated we missed the turn to downwind. I stated we had made the turn and was correcting but we would follow their vector to intercept. We then were told to go direct to ZOEEE and continue the arrival. We were asked to contact ATC on the ground. We noted no errors in the flight plan loaded in the FMS and the tracking on the arrival was in 'FMS NAV MODE' the whole time until the situation occurred.


Second narrative: I was Pilot Flying the DRLLR5 arrival into IAH for runway 26R in FMS/NAV mode. We had switched from our anticipated runway of 26L to the assigned runway of 26R. Both the Captain and I verified the points on the Jeppesen chart and the FMS. Upon approaching DOMNO we anticipated the aircraft to make the left turn to enter the downwind. This; however; did not occur and the EICAS presented a 'LATERAL MODE OFF'. The Captain and I selected heading mode and started a left turn. ATC then contacted us and assigned us a heading and told us we missed the turn to downwind and to expect a possible pilot deviation. The Captain called the number provided by ATC; who advised him the same issue had occurred the day prior with a different aircraft.


Synopsis: Embraer flight crew reported experiencing a lateral mode malfunction in the FMS and were consequently late turning as required by the STAR to IAH.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Other Unknown
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taxied out to runway. During the flight control check the yoke from right to left felt pressure then popped free and I could feel it in the left rudder pedal. I tried it multiple times and it was an intermittent thing but I felt the same thing multiple times. I decided to taxi back and write up the airplane.




Synopsis: Cessna 402C pilot felt pressure in the ailerons then popped free during the flight control check of the yoke. Returned to the ramp.
Date: 201303
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: I was assigned position 6. During last service (snack) before landing around by row 32; the plane started to shake. I was at front end of liquor cart. The turbulence started to get worse and I told passengers I would not be serving hot beverages. As it escalated we decided to go take our seats. Another Flight Attendant was doing snacks and came to assist me with finishing beverages but we were unable to continue so we took the cart back to the galley. While attempting to get to the back; the plane started to shake violently tossing us around. I got to the last row between the lavatories and the cart was rocking side to side throwing the bin that was on top on the floor. The coffee pots shattered and water and juice exploded on the floor. I was trapped in between bathrooms because there was nowhere for me to go. A Flight Attendant was sitting in the middle jumpseat in the back because her 2L jumpseat had the snack cart in front of it and another cart had fallen in the middle of the galley. I found myself with nowhere to put the liquor cart since there are absolutely no tie downs in this airplane. The cart was falling on top of me as I was attempting to get to my seat and I was afraid of being crushed. I hit myself several times trying to hold on and find a place for the cart so it would not fall on top of us. I finally put the cart next to the one that was on the floor and had one foot up trying to hold it as it looked like it was about to topple over. Coffee was splashing from the top coffee makers burning me in the process. In all my years of flying I've never seen such a mess. I have never felt that unsafe since these carts fall over all the time and there are no tie downs anywhere to secure them. We had no prior notice of this turbulence and I'm not sure what communication happened between the cockpit and the Purser since she's the one that got on the PA and urged us to sit down. I'm not sure if this is a common occurrence or if this was isolated but this severe turbulence merited notice. I have bruises everywhere and banged myself trying to sit down. I was trapped and I had no other resources. Please tell me how I should proceed should this happen again. What do we do with these unstable carts and where are we to protect ourselves?




Synopsis: B767-300 Flight Attendant describes an unanticipated encounter with turbulence and difficulties securing the cart and finding a jumpseat.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Workload; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While descending and cleared for approach I called for flaps and discovered that the flaps were not coming out of the up position. The flap indicator stayed in the up position with the needles slightly (almost not noticeably) split. We discontinued the approach and were assigned runway heading with an altitude. I instructed the First Officer to declare an emergency and to tell ATC we need to work on the problem. They gave us vectors and told us to let them know when we would be ready to land. I asked for the longest runway. We isolated the problem via the QRH. The procedures for flap malfunctions are extensive and complicated. My First Officer was very thorough and meticulous with the checklist. We had the fuel and time to go through the list twice. I was convinced and confident that we did all we could do and it was now time to commence the approach. I landed ref 140+40 uneventfully and taxied to the gate. The training we get could not have come into play more. The procedures worked as we have trained for. Please pass on to Training to keep flight control problems in the syllabus. Navigating the QRH is a challenge under pressure.


Second narrative: [Narrative 2 had no additional information.]


Synopsis: B737-800 flight crew experienced flap failure on approach; and landed uneventfully after running the complex procedures.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of ZZZ; the Captain's altimeter started sticking. At approximately 18;000 feet the Captain's airspeed and altimeter started rolling back. I immediately checked the First Officer's (FO) indications and crosschecked them with the standby altimeter and airspeed indicators. We determined I had the bad indications. I had the FO continue to fly. We were in the processes of deviating around storms so we had to continue to climb and get around a storm. The FO was having difficulty with airspeed and power control. The N1 settings seemed to be erratic and did not match what one would expect for the airspeed. I contacted Dispatch and Ground Operations to let them know we had issues. I ran the loss of airspeed and loss of altimeter checklists. We made the decision to return to the airport. The FO continued to fly and talked with ATC to return. I briefed the Flight Attendants and Passengers and got voice contact with Dispatch. We were 11;000 pounds overweight for landing. I completed preparations and checklist and briefed the FO on bleeds off and overweight landing. I made the decision to have the FO land as I had unreliable instruments. We were in a holding pattern while we made preparations. We decided to [advise ATC of emergency conditions] as we were overweight and ZZZ temperature was 113. We were concerned about a long landing and hot brakes. I chose Runway XY as it was the longest. The landing was very smooth and we did not get on the brakes until about 70 knots. We taxied off the runway and had firemen check the brakes. They determined all was good. We checked with Maintenance and confirmed we were clear to taxi to gate.


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


Synopsis: B737 flight crew reported that the Captain's airspeed and altitude indications started to display erratically.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Parked
Airspace: Class D ZZZ
ATC / advisory: Ground ZZZ
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Human factors: Workload; Troubleshooting; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Other parked; trying to restart
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: So it was a normal flight starting at ZZZ1 flew to ZZZ2; ZZZ3; and then to ZZZ to drop off a friend really quick. I shut the engine down and let my friend out near the terminal side of ZZZ airport. I them attempted to start back up to head for ZZZ1. I turn the master switch on; mixture full; throttle a little opened; cranked the engine for 3 or 4 seconds. Plane didn't start; I thought it was a flooded engine so I did the flooded engine start. Pump off; mixture full out; and full throttle then I cranked again 3 or 4 seconds. It did not start I started to text my flight instructor to help me start the plane. In the middle I started smelling 100LL or the exhaust which got worse. I sniffed out the side of the plane started to smell plastic smoke and thought it was weird; looked out the front and started seeing smoke come from the engine. I did not think to start cranking the engine but I dropped everything and got out of the plane which where I saw a raging fire from the engine in which I grabbed the fire extinguisher from under the co pilot seat and tried to put it out but did not work so I sprinted to the terminal to get the airport manager in which he came out to help put the fire out. We assessed what happened. The battery didn't go out and the mags and master is off; we came to a conclusion that there was a battery short and there was a electrical fire but that was just me; the airport manager; a flight instructor and his student and  the fuel guy. I gave a report to airport ops and that has been sent in awaiting approval. I then called my flight instructor and told him what happened and I just waited by the plane till he got there. I left the planes battery running because I couldn't shut it down.




Synopsis: A General Aviation pilot reported an electrical fire erupted in the engine while on the ramp attempting to start.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff and flying heading 120 I made the comment that the aircraft was not flying correctly. As we continued to climb we looked at flight control page and selected #1 autopilot; the aircraft continued with ailerons out of level with the aircraft yawing. The autopilot was then turned off and the aircraft rolled. The aircraft was given to the first officer and he selected the 2nd autopilot which did not help. He turned off the autopilot and trimmed the aircraft to 1.4 units of left trim which seemed to help. Autopilot was selected back on and the aircraft trimmed 4.0 units of left trim. By now we leveled at FL230 and selected 280kts I called [dispatch] and we agreed to return to [departure airport] we descended to 10000ft and calculated that we would burn enough fuel to not be overweight. Due to weather approaching [the departure airport] we shortened the approach and landed over weight.




Synopsis: Airbus 319 pilot reported that the aircraft flight controls did not feel normal after takeoff. A decision was made to return to the departure airport where a successful landing was accomplished.