elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Ground Personnel
When detected: In-flight; Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I smelled something strange when I got in the plane initially. The smell is hard to describe but I thought it smelled like a sort of chemical burning smell. Or like iron. It kinda smelled like how blood tastes. A girl in the cleaning crew smelled it as well and thought it was strange. After the safety demo; The B and C FAs (flight attendants) told us they smelled something in the aft galley. The A and I went back to check it out. We all got headaches. We smelled in the oven; lavs; and vents and determined the smell was not coming from them. The passengers did not seem bothered. Together; we determined it was safe to fly. Once in the air; the smell did not go away and headaches persisted. I experienced chest tightness and a few short breaths twice while I was in the trailing edge/aft on the cart. My symptoms cleared up about an hour before landing. I experienced chest tightness and a few short breaths twice while I was in the trailing edge/aft on the cart. Make sure this is not an air quality issue.




Synopsis: B737 Flight Attendant reported fumes of 'burning chemical or iron' during preflight which persisted during flight. Entire Flight Attendant crew experienced temporary physiological symptoms.
Date: 202110
Local time of day: 1201-1800
Aircraft: No Aircraft
Flight phase: Other Ground flight planning
Reporter organization: Personal
Reporter function: Pilot Not Flying; Pilot not in flight
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Other AGII
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I have three safety of flight concerns related to FAA publications:The 7 October 2021 - 2 Dec 2021 FAA Seattle Sectional was published with the Portland (Oregon) (PDX) inset removed. This has been a longstanding valuable source of information for pilots and should be returned to the chart. Removing this information reduces safety for those relying on it.The 7 October 2021 - 2 Dec 2021 Seattle/Portland TAC chart has been published (formerly Seattle TAC). This chart now includes an inset for north-south VFR Transition Routes through the Portland (PDX) area. This inset has three issues. First; it was not printed in entirety; half the area is cut off due to not fitting on the chart panel. Second; this inset does not appear to be available for viewing on Foreflight. Third; the north-south transition route west of PDX that is shown has not been well researched; as it encourages transitioning aircraft to fly directly through Class D airspace of HIO vs over the airspace as has been local practice for years. As a [organization] member I am aware that airspace incursions around HIO are by far at the top of the list for our Portland (Oregon) FSDO area. This publication of VFR Transition Routes is incomplete; reduces safety in an already challenged area; and will unnecessarily increase controller workload.https://notams.aim.faa.gov/ lists NOTAMs for VUO; including LTA-PDX-6; which describes important procedures for safety of flight within VUO Part 93 Airspace. Due to an apparent coding issue this LTA is not viewable on the most popular flight app; Foreflight. As one of the Subject Matter Experts for the design of VUO Part 93 airspace it is disappointing to me that the FAA has not prioritized access of this information to transient pilots. This reduces safety by not communicating agreed upon hazard mitigations from SRMD-PDX-VUO-SI-2012-2991.




Synopsis: Commercial Pilot reported Seattle Sectional and Seattle/Portland TAC of October 7; 2021 has missing or incomplete information. Reportedly; there was also a coding error which resulted in incomplete database information for VUO Part 93 operations.
Date: 201209
Local time of day: 1201-1800
Location: TYS.Airport, TN
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C TYS
ATC / advisory: TRACON TYS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Workload; Time Pressure; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: I was pilot flying on flight to TYS. As we were making our approach into TYS; we saw about 6 targets on TCAS. The Approach Controller originally told us to descend to 3;500 FT then slow to 210 KTS and that we would be number 2 behind a C-172. Around 4;500 FT the Controller told us to keep it fast we were going to be number 1 to the field. As we were approaching ATC advised us of traffic at 2 o'clock position. I began to scan and found the traffic; at this time The Captain pointed out traffic at our 11 o'clock. Right then the TCAS pointed it out then in no time gave us a RA to climb. I obeyed and corrected the situation. The pilot not flying informed ATC and the Controller told us traffic was VFR and had separation. When we received the RA I saw that the traffic was 300 FT below us. The pilot not flying saw the traffic and said it was a government aircraft. The Approach Controller seemed a bit overwhelmed with the traffic in the area. There was a lot if traffic and the Controller seemed to having trouble sequencing us all together.




Synopsis: An air carrier at about 4;000 FT being vectored for TYS had a near miss with a VFR aircraft after being advised separation was adequate from that aircraft also communicating with ATC.
Date: 201908
Location: IWA.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Fractional
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL450; EICAS displayed GEN 2 OFF BUS message. Ran the QRH but the condition was not restored. We proposed a diversion to ZZZ and after a call to company maintenance personnel we confirmed that decision. We changed our destination with ATC and were issued vectors and a descent to accommodate our new destination. As the PF (Pilot Flying) handled the radio calls I checked for NOTAMS and performed a calculation. Referencing the QRH to note any unusual engine vibrations the PF noted a slight vibration as we descended through roughly FL300. As we both confirmed the vibrations the PF called for the INFLIGHT ENGINE SHUTDOWN QRC. The PF transmitted to ATC we were shutting down an engine and advised ATC. I ran the QRC and secured the right engine. The PIC called for and I ran the ENGINE INOP APPROACH QRC. Once in the terminal area we ran the ENGINE INOP LANDING QRC. The landing was without incident. We were met with fire and rescue vehicle after parking and shutdown. After a brief visual external inspection fire and rescue personnel were satisfied that their service were no longer necessary.




Synopsis: An Embraer Phenom 300 Captain reported an inflight engine shutdown that led to a diversion.
Date: 201906
Local time of day: 1201-1800
Location: BCB.Airport, VA
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: UNICOM BCB
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was taxiing from old T hangars (opposite side of runway from main terminal and new hangars) to departure end of Runway 30 at BCB. Before crossing the active I stopped on Bravo and called UNICOM for a radio check and received a garbled reply. I assumed this was UNICOM speaking. I thanked UNICOM for the radio check and wished the person a good day. The person replied 'Thanks.' (My passenger confirmed that this was what UNICOM said.) Next; before crossing 30; I continued to hold in the same spot prior to a construction-related steel plate on the taxiway. This plate lies before the official hold-short line on taxiway Bravo. I looked to my left to see if any aircraft was on 30 - from radio chatter I knew that an aircraft was on left downwind for 30. Next; seeing no aircraft on 30; I announced on UNICOM my intention to cross 30 at Bravo and engaged the throttle. After advancing onto the runway; both I and my passenger saw at the same time a low-wing aircraft beginning its takeoff roll on 30. This aircraft was white or light gray and blended in with the terrain in the background. As it was daytime; there were no lights visible on this aircraft. I added throttle and quickly finished crossing 30 at Bravo. As I finished crossing 30 the departing aircraft rotated prior to mid-runway. When the departing aircraft passed the Bravo area of 30 I was on the taxiway and off of 30.




Synopsis: C172 pilot reported a ground conflict at the non-towered BCB airport; with a light aircraft taking off on the same runway they were crossing.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Distraction; Time Pressure; Training / Qualification
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Vehicle
Detector: Person Other Person
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Delayed after maintenance issue; so lesson ran later than expected - planned to start at XA:00; end at XB:45. Sunset was XB:14. Started engine at XA:45; did not get airborne until XB:10. Did not have time to practice maneuvers; and me; student; and Flight Instructor started to get frustrated and practiced a few landings.On way in to park; had to park on side closer to terminal - other tie downs taken - and due to arriving at about XC:00; [it] was darker than anticipated. Might have been contributing factor. When parking; we were informed by flight school dispatchers later that our wingtip just touched side of truck. Darkness and irritants most likely factors to properly ensure wingtip clearance.




Synopsis: Student pilot reported being notified by flight school that the aircraft's wingtip came into contact with a parked truck; which occurred while parking the aircraft with the Flight Instructor during low light conditions.
Date: 201706
Local time of day: 1801-2400
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: Instructor; Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Time Pressure; Distraction
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Close encounter with UAS. I was heads down programming a newly assigned STAR into the FMS when I saw an object that I assumed to be a helium balloon whiz by the left side of the wing in my peripheral vision. The private pilot I was instructing immediately exclaimed 'that was close!' He stated that the object was some sort of multi rotor drone with a center unit around the size of a beer can and had nearly hit us. I immediately reported the incident to ATC.




Synopsis: Corporate jet instructor pilot reported a close UAS encounter at about 7;000 ft near the LOOSN waypoint on the LAS SITEE 1 RNAV Arrival.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Caravan Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ; Class E ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ATC suggested visual XY for landing. The traffic in pattern landing both directions doing touch and go. Tower was closed advised by ATC. Told to change to advisory by ATC on short final. Shifted to Unicom 123.0 and announced with no response and nothing heard. Continued to announce with no response. At touchdown an aircraft flew over the top of me at 300 feet opposite direction. I saw him as I was landing and determined the safest course was to continue with landing. He was climbing out at that time. After stop I learned from line staff that CTAF was tower freq when tower was. It would have assisted me if ATC had given me this frequency. I got the Unicom from Garmin G1000 system. I will have to check if there is a designator in the system to indicate what freq is CTAF. I checked the VFR chart this [morning] and it described CTAF as tower freq.




Synopsis: The pilot of a C208 reported a near-mid-air-collision during a night approach after the tower was closed when the Unicom frequency was used for self-announcements rather than the CTAF frequency.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Instructor; Single Pilot
Reporter qualification: Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On left base Runway XX at ZZZ. Helicopter appeared to be patrolling nearby pipeline not on common frequency flew approximately 100 feet below aircraft turning final.




Synopsis: C150 pilot reported a NMAC with a helicopter in the pattern at ZZZ.
Date: 201601
Local time of day: 1801-2400
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower LAS
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Ground control cleared me to taxi from the FBO to Runway 1L via Taxiway Hotel hold short of 1L at Taxiway Bravo. As I passed approximately Taxiway Whiskey Ground told me the Tower wanted to talk to me. I switched to Tower frequency and called. He issued me the clearance for takeoff Runway 1L from Bravo. About 30 seconds later; after finishing final review of the departure procedure; SHEAD9; and the checklists; I lined up on what I thought was 1L and added power. Prior to adding final takeoff power; and before the airspeed was indicating; I saw the word TAXIWAY painted on the pavement ahead and the Tower said I was lined up on Taxiway Foxtrot and takeoff clearance was cancelled. He then said a 180 on the taxiway was approved and to hold short of 1L at Bravo. After a couple minutes he gave me the Tower phone number to call about a possible pilot deviation. A couple minutes later he asked if I was ready for departure. I said I was unless I needed to make the phone call right then. He said it would be fine to call later and cleared me for takeoff.There are 3 taxiways and 2 runways all parallel at that location of the airport. Hotspot 4 is located very near that area but it does not include holding short of 1L at Bravo. It's a little confusing with the parallel pavements and the lighting. I believe that taxiway Foxtrot actually has centerline lighting. On taxi out I had a paper chart of the airport diagram for reference and the SHEAD9 was displayed on my iPad. I wanted to review it prior to departure; it's rather complicated; and have it readily available immediately after takeoff. If I had displayed the airport diagram with geo referencing on the iPad it is likely I would have seen/noticed that I had lined up with taxiway Foxtrot and not Runway 1L.Two good things in hindsight that helped are the word TAXIWAY painted on the pavement which caught my attention; and an alert Tower Controller with good ground radar available to him to precisely locate aircraft on the ground.




Synopsis: S550 Pilot reported beginning his takeoff roll at LAS on a taxiway; but a call from ATC and the word 'Taxiway' on the pavement prompted him to discontinue the attempt.
Date: 201912
Local time of day: 1801-2400
Location: ZZZ.Airport, PA
Flight conditions: VMC
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Aircraft component: Engine Starting System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was planning on taking my mother and brother to fly the New York Hudson SFRA. I had just completed the preflight checklist and before engine start checklist. This airplane is usually very difficult to start in the cold weather; and at the time of starting it was negative 5 degrees Celsius. I used cold starting procedures; primed it six times; which has worked for me before in this particular plane; and cranked the engine. After ten seconds of it not starting; I stopped cranking; and waited 20 seconds. I tried starting it again. Still no success. The third time; I thought perhaps it was flooded; so I used the flooded start checklist. I cranked and started smelling smoke and could see it clearly from the front of the left engine cowling. I initiated my emergency training; ensured the mixture was at idle cutoff; continued cranking the engine to suck out the fire; turned off the electrical equipment; and the fuel selector. I retrieved a fire extinguisher and put out the fire myself. I then called [airport] services.It is possible it could have been a result of over priming the engine. However I know other pilots who use similar methods during extremely cold weather; especially if the airplane as been sitting a long time; which ours was.




Synopsis: PA-28 Pilot reported an engine fire occurred while starting the engine in cold weather.
Date: 201709
Local time of day: 1801-2400
Location: DEN.Airport, CO
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp DEN
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; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxiing in to the gate; the Captain witnessed a truck approaching from the right at high speed. Captain applied brakes and came to an aggressive stop as truck skidded to a stop almost striking a wing walker.




Synopsis: B737 Captain reported braking aggressively to avoid a collision with a truck on the DEN ramp.