elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Parked; Takeoff / Launch; Landing
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight; Pre-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: Passenger in seat (4X) giving passengers in seat 5Y and 5Z a hard time; because they were trying to tell him that he had to keep his mask on. So he started giving them a hard time as I was doing my safety demo. Once I finished my demo I went to passenger and told him line by line airlines mask policy. He nodded and put his mask on. Then once we pushed back from the gate passenger 4X proceeded to get on his phone and start having a conversation. I walked over to him and stated he must comply with Airline and FAA's policy or we will go back to the gate. He then got off the phone and proceeded to put his mask back on. Then while inflight after finishing the snack service; while not eating or drinking passenger 4X takes his mask off and starts sneezing. There's passengers seated across; behind; and in front of him just shaking their heads. I then inform the Captain and First Officer of the situation. So I then proceed to go over to passenger 4X and politely tell give him 'This is a warning that if he doesn't comply; I will have to inform my Captain and the Captain is going to inform the agents once we arrive into ZZZ1. So I ask him; 'What's it going to be?' Passenger 4X states he'll put his mask back on. I inform the Captain and he states okay; keep me posted. Then about 25 minutes later as I'm doing another trash run through the cabin; passenger 4X is asleep without his mask on. I gently nudge him and tell him to put his mask back on and he does so. I inform the Captain on what just took place and the Captain states he'll talk to him as we deplane in ZZZ1. Once we land; I inform the gate agent in ZZZ1 about passenger 4X. Gate agent states she'll let her Supervisor know; also gave her (witness) his number if she needs to speak to someone. Also as we deplaned; passenger in 4Y; who sat across from passenger (4X); stated passenger 4X should not be flying since he can't comply with the mask policy.




Synopsis: Flight Attendant reported a passenger had to be continuously reminded to wear a mask.
Date: 201504
Local time of day: 0601-1200
Location: OUN.Airport, OK
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF OUN
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Second reporter function: Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Observer
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Aircraft; Chart Or Publication; Procedure; Environment - Non Weather Related
Primary problem: Chart Or Publication

Narrative: After landing Runway 17 at OUN; we experienced some confusion due to runway markings and barricades on the taxi into the terminal ramp.  We passed Taxiway B on our rollout due to another aircraft being on it; and we thought; blocking our exit. We later figured out Taxiway B is the ONLY useable taxiway onto the terminal ramp.  We continued down the runway to taxiway C where we saw a number of barricades and did not think we could taxi any further without getting stuck due to barricades. We then continued down Runway 17/35 to the intersection of it and Runway 3/21. At that point we did not see any barricades blocking our turn onto the closed runway and thought it was open for taxi only. There was a NOTAM for Runway 3/21 stating it was closed; but nothing telling us we could not use it for taxi. Being based elsewhere; we used a closed runway for taxi all the time; it is our norm. As we continued down 3/21 someone spoke to us on the CTAF frequency stating we had to do a 180 and taxi back on 17/35 to get to the ramp. We did; and exited B to taxi across Runway 3/21 to get to the ramp.  Again; there was poor signage and barricades not clearly marking where we could not taxi. That combine with the outbound aircraft on Taxiway B blocking our initial turn off; we did not know how to get to the terminal.


Second narrative: After landing at OUN during uncontrolled operations (tower closed) we became confused during taxi into the ramp. On roll out we bypassed getting off at taxi way B due to an aircraft on the taxi way. Taxi way C appeared to be unusable because of barricades visible from 17. Taxiing further down 17 it appeared the only route to the ramp was down the closed runway 3/21. Someone in the tower recognized our confusion and directed us to back taxi down runway 17 to taxi way B which crosses the closed runway and then taxi way A to the ramp. The crew was aware of all NOTAMs and even had to submit for a waiver due to the displaced threshold and reduces LDA. I spoke with the airport manager following shutdown.


Synopsis: A corporate flight crew reported that after landing on OUN Runway 17 access to Taxiway B was apparently blocked so they taxied to the runway end only to find all exits barricaded. The NOTAMs did not state no taxiing on Runway 3/21.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Procedure

Narrative: I was working LC-3/4 (Local Control) during the first arrival push of the morning; working the arrivals on Runway XXR. The weather was marginal with a low level fog layer that was spotty around the field. I had several PIREPS stating that they were VFR until approximately 1400 ft.; then zero visibility and only at minimums did the approach lights become visible. The runway was then visible around 70 ft. below minimums. I had 1 go around due to the weather and divert to ZZZ1. Due to runway construction on Runway XXL the departures were pushed to the north complex as long as possible. As the departures started taxiing to Runway XXR coordination between myself and GC-C (Ground Control) we agreed to hold aircraft on Taxiway November short of the critical areas due to losing visibility of the arrivals on short final for Runway XXR. The supervisors during this time were coordinating and it was said that the arrivals would be coming off Runway XXR so that we could get the departures out and avoid aircraft being in the critical areas. More coordination from the supervisors with TRACON then said that they will continue to land Runway XXR with 6 mile gaps. The supervisor said that if we have anymore go a rounds that TRACON would then come off Runway XXR. At this point aircraft are still holding short of the critical areas.I then give a position relief briefing and take a break. After my break I returned and was assigned to LC-5 (same side of the Tower); I ask the controllers how and why we're in the critical area worth the departures. I was told that because the reported weather on the ATIS showed the field was VFR and that we didn't need to protect the critical areas. We are constantly told that we need to create a culture around safety and that safety should be first. It seems that way until we become overwhelmed with traffic and then safety takes the back burner. Fog was in the forecast; this was expected; and the arrival rates should have been adjusted to accommodate coming off landing on Runway XXR when we should have favored the departures. Just because the ATIS says the field is VFR doesn't mean we should be compromising the critical area to accommodate the traffic volume when that portion of the airport was heavy IFR.




Synopsis: Tower Controller reported departing aircraft were cleared passed ILS critical areas despite heavy fog and inbound IFR traffic.
Date: 201511
Local time of day: 1201-1800
Location: HRL.Airport, TX
Flight conditions: IMC
Weather elements / visibility: Rain; 7
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C HRL
ATC / advisory: TRACON HRL
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Weather; Procedure; Human Factors
Primary problem: Procedure

Narrative: Flight to HRL without incident. ATC gave the Crew several reroutes due to rainstorms on the field. WX reported as Rain; 500 BKN; 1200 OVC; expect LOC BC to 35L. Flight was initially given direct to HRL. After we were switched over to Valley Approach on 120.7; while at 4;000 ft; ATC asked if we had the field in sight to which we responded we were completely IMC. Then we requested vectors for the LOC BC 35L. Approach said to expect that. Next clearance was to descend to 2;000 ft. Flight read back the clearance and descended to 2;000 ft. After we were level for approximately two minutes; Approach said we were only cleared to 3;000 ft to which we replied we confirmed the readback clearance with him. ATC directed us to climb to 3;000 ft and said to be advised of towers at one o'clock. We said we were initiating an immediate climb to 3;000 ft. There were no EGPWS warnings. The rest of the approach was flown without further event.




Synopsis: Air carrier flight crew on approach to HRL was cleared to 2000 ft from 4000 ft while IMC on the LOC BC Runway 35L. When level; the crew was told to return to 3000 ft because of towers in the area.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute ZZZ to ZZZ1 in IMC conditions; a right fuel annunciator illuminated. After turning on the boost pump; changing fuel tanks and checking gauges the fuel pressure and fuel flow continued to be erratic and unreliable. I then proceeded to secure the right engine; [advised] ZZZ Center and returned to ZZZ where VFR conditions existed and emergency personnel and equipment were available.




Synopsis: PA-31 Captain reported an issue with the right engine fuel pressure during cruise. Captain secured the engine and returned to the departure airport.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Passenger
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Captain inadvertently hit the crossflow switch with shoe and pant cuff while exiting the left seat of the aircraft. After exiting the seat; Captain continued into the FBO to wait [for] passengers. After passengers arrive; both crew and passengers walked out to the airplane where we found fuel exiting the vent in the right wing. Approximately 200 to 250 pounds of fuel spill over to the ground. FBO personnel cleaned up the fuel without incident and no fuel was leaked into the sewer system. Flight was delayed one hour and one minute until the fuel was cleaned up. The suggestion is to not leave the aircraft alone while power is applied.




Synopsis: Citation Captain reported inadvertently activating the crossflow switch with his shoe that allowed fuel to be released from the wing tank spilling on the ground.
Date: 201503
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft; Equipment / Tooling
Primary problem: Company Policy

Narrative: Dispatched with APU INOP for a transoceanic flight. WHY? ..the Aircraft X is a very hungry electrical power aircraft and the APU is a very critical component to supply Emergency and Normal Electrical Power. Even though the MEL allows this placard the 'Safety Implications' alone should override flying this aircraft over water on several 9-11 hour flights. This APU had been on placard for four days and allowed to fly through major Maintenance Hubs without repair. Why?  While I believe the 'Spirit' of the MEL is to allow the aircraft to continue for a short duration or even Domestic Operations where 'Emergency' airports are plentiful; allowing continued Oceanic flights just to 'keep the operation going' strains the definition Flight Safety. An added threat and danger is the need to be assured that 'Acceptable External Ground' power is available at the gate for the Aircraft X. This is what did not happen as we arrived at our gate; the aircraft accepted the power then when engines were shut down; External Power was dropped by the Gate system and unable to restart the power leaving the aircraft on Battery power.  After five minutes; and calls to Operations; it was apparent that no External Power would be available. So to keep the aircraft battery from to discharging to a dangerous low level; even while passengers were still disembarking I shut all battery electrical power down per checklist. Aircraft X only has 10 minutes of certified electrical power available when all emergency buses are charged and very expensive to replace. A maintenance log book write up was made detailing the time the battery had been powering the aircraft without charge.




Synopsis: Air carrier Captain is dispatched on a transpacific flight with the APU deferred; which it had been for four days. Upon arrival at the gate; ground power is connected and the engines are shut down. Ground power quickly fails and cannot be reestablished leaving the aircraft on battery power alone. After five minutes the battery is turned off leaving the aircraft in darkness.
Date: 201808
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Climbing out of EWR on Runway 22R via the EWR2 departure we were cleared to 6;000 feet. Subsequently; we were advised of VFR traffic at 12 o'clock position [at] 6;500 feet. We had reported the aircraft in sight. As we were leveling off in the climb; we received a TCAS RA. I was still flying without the autopilot; however; neither of us remembered to de-select the Flight Directors. I noticed that the VFR traffic was only indicating 400 feet above us so I nudged the aircraft down another 80 feet to approximately 5;920 feet before the traffic passed directly overhead. A few moments later and after receiving the clear of conflict alert; we were cleared to climb to a higher altitude.




Synopsis: A320 First Officer reported a near mid-air collision on climb out from EWR when VFR traffic passed above them with less than 500 feet vertical clearance.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after rotation we heard a couple of loud popping noises from the aircraft that seemed to come from the right side and aft of the First Officer. After flap retraction there was an audible noise in the cabin accompanied by a vibration that could be felt in the floor by the flight attendants from the overwing area forward up into Business Class. At the same time the stall buffet feathers on the First Officer's ADI remained displayed despite both the flap handle and flap indicator showing the flaps were fully retracted. We extended the flaps again and the noise and vibration dissipated; but once we retracted the flaps the noise and vibration returned. We coordinated with ATC to stop our climbout; and called Dispatch and Maintenance Control to seek assistance. With no solution found; we determined that a return to the field would be required. We declared an emergency with Center; coordinated dumping fuel with them and then returned. The landing was at 324;000 LBS (overweight) but was very smooth with minimal sink rate at touchdown. We debriefed with Maintenance upon arrival and relayed to them all of our indications.




Synopsis: B767 First Officer reported hearing a couple of loud popping noises shortly after rotation. After flap retraction there was an audible noise in the cabin accompanied by vibration and the stall buffet feathers on the First Officer's ADI remained displayed despite the flaps showing fully retracted. When the flaps are extended the vibration dissipates and the crew elects to dump fuel and return to the departure airport.
Date: 201706
Local time of day: 1801-2400
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Our aircraft was at 14;000 ft and 15-20 miles northeast of ORD. Chicago Center cleared [us] 'direct PETTY intersection; climb FL230; resume normal speed.' The Captain (pilot flying) began to accelerate the aircraft and continue the climb to FL230. At 18;000 ft MSL the aircraft rolled approximately 20 degrees right; 20 degrees left; and the autopilot disconnected. The Captain returned the plane to straight and level flight while the First Officer radioed to ATC that they had just experienced severe turbulence. Chicago Center; surprised; said that a B777 had been in that area but was approximately 50 miles east of that location already. The Captain made an announcement to the passengers and the First Officer talked to the flight attendant. The flight attendant said that she had hit the left side of her head on the overhead bin and then the right sight of her head on the overhead bin during the severe turbulence as she was doing her water service. No passengers were standing at the time of the wake turbulence and the seat belt sign was on. The Captain and First Officer advised the flight attendant to return to her seat and remain seated for the remainder of the flight (approximately 20-25 minutes). Upon landing; the flight attendant complained of a headache and the following day the flight attendant visited an urgent care clinic because of her injuries. The First Officer had slight discomfort in his right rib cage due to a previous broken rib many years prior; but both the First Officer and Captain remained uninjured. There was no damage to the aircraft. Poor spacing by ATC from a B777 aircraft resulting in severe turbulence. ATC cross check altitude and clearing distance from heavy aircraft.




Synopsis: CRJ-200 First Officer reported a Flight Attendant was injured after they encountered wake turbulence at 14;000 ft possibly from a B777 50 miles away.