elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 1801-2400
Location: DAL.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B DAL
ATC / advisory: Tower DAL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inside the FAF on a visual approach backed up with ILS to 31R. We were about 1800 [FT] with the autopilot engaged. It was intermittent light chop. We got a Pull Up warning light; with no aural alert. The Captain commanded a go-around; which we executed.  ATC gave us instructions to track inbound and climb to 2000 [FT].  We got vectors back on a right; downwind for 31R. We then got cleared for the Visual Approach to 31R again. This was hand flown backed up with the ILS to a normal landing.




Synopsis: B737-300 First Officer reported receiving a GPWS terrain warning on a night visual approach to DAL Runway 31R. A go-around was performed in response to the alert.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: B737; ZZZ [Airport]; Gate XXX: Fuel reported leaking from the refuel manifold following ground refueling. Maintenance discovered rag/cloth fragments protruding from the manifold poppet valve. This prevented closure of the valve and resultant leak. I suspected the debris came from the ground refuel pit or truck during the refueling process and that there could be additional contaminates in the aircraft fuel tanks. Consequently; I refused the aircraft. The following day I reviewed the aircraft electronic logbook and discovered that the aircraft was returned to service without inspection of the fuel tanks. This is an unsatisfactory decision.  Aircraft fuel tanks should be examined for debris and refuel pit/truck should be inspected to determine source of possibly contaminated fuel.




Synopsis: B737-800 pilot reported refusing an aircraft after it was found to be leaking fuel from the refuel manifold.  Maintenance discovered rag cloth fragments protruding from the poppet valve which reportedly prevented proper closure of the valve.
Date: 201902
Local time of day: 0601-1200
Location: OMA.Tower, NE
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower OMA
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 / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First leg of the trip with the Captain flying the leg into OMA which was reporting 10 sm sky clear. The entire flight up to and afterwards were non events. We were on a base leg to final for Runway 14R; partially configured for landing; level flight; and the autopilot was engaged. While setting up for the visual that we were cleared for; we received a GPWS alert. The Captain immediately turned off the autopilot; added power and initiated a climb. As soon as positive action was taken by the Captain the GPWS warning went away. We could visually see the terrain that we knew initiated the GPWS message; at no time were we close to the terrain or in danger of contact with it. We continued to configure the aircraft; having a stable approach into 14R with no other events.Once cleared for the approach we could have extended the base leg out farther; not flying over the only rolling terrain in Omaha or stayed at a slightly higher altitude as to not set off the GPWS alert when we over flew the hilly terrain below.




Synopsis: CRJ-900 First Officer reported receiving a GPWS terrain warning on a visual approach to airport.
Date: 201808
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: Marginal
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Communication Breakdown; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; 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 New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure; Weather
Primary problem: Airspace Structure

Narrative: Aircraft X was on a visual approach to runway 28R. There was a haze layer starting to move in on the final; Aircraft on the left runway were on the ILS and aircraft on the right runway were getting visual approaches and following. Aircraft X lost sight of preceding traffic and was instructed by the controller to go around. The tag was handed off to Departure Control. They decided to hand off Aircraft X to me and vector him south to come right back around for another approach. I think I recall seeing Aircraft X climbing out of 3;300 feet at some point; maybe not; but I for some reason assumed he was climbing to 4;000 feet and heading 180. Final sector was more complex than usual as I was trying to descend my ILS arrivals to 2;500 feet and join the localizer and not clear them until the other controller's aircraft had my aircraft in sight. They were having a hard time getting the sightings and we were talking about switching to a different procedure and working out the sequence when Aircraft X checked on. I issued the new ATIS and what approach to expect and eventually even turned Aircraft X to a 090 heading. I was too focused on what was happening on final and I didn't realize Aircraft X was at 3;000 feet. A low altitude alert sounded and I told Aircraft X to expedite climb to 4;000 feet. I then realized they were in a 3;600 feet Minimum Vectoring Altitude (MVA). As the final controller I should have done a better job coordinating what I needed from other sectors. I should not have assumed that Aircraft X was climbing to 4;000 feet. I also should not have been too focused in on what was happening on final that I didn't notice the altitude of Aircraft X.




Synopsis: NCT TRACON Controller reported a go-around was vectored below the Minimum Vectoring Altitude.
Date: 202109
Local time of day: 1201-1800
Location: L30.TRACON, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E L30
ATC / advisory: TRACON L30
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Near Miss on the COKTL 1 RNAV Arrival just prior to MEZKL at 12;000 ft. Near Miss on the COKTL 1 RNAV Arrival just prior to MEZKL at 12;000 ft. The other Aircraft was not talking to anyone. That was way to close. Lesson learned; Stay Alert; Alert; Alert.




Synopsis: Air carrier Captain reported a near miss during arrival into LAS.
Date: 201304
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: FCC (Flight Control Computer)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Rotorcraft; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: These are the events to the best of my recollection. We were in foreign airspace below RVSM. We were cleared to an enroute fix and given an offset of 6R. As the autopilot was intercepting the offset line; we received a Level 2 FCC 2B Data Fault alert. The Captain coordinated with our Dispatcher and Maintenance as well as with ATC to coordinate an air turn back to the departure airport. We ran through all of our applicable procedures and the Captain declared an emergency. We returned for an uneventful landing and taxied to parking. My understanding is it was just a mechanical failure; so no recommendation as to how to prevent another re-occurrence.




Synopsis: A MD-11 EICAS alerted LEVEL 2 FCC 2B DATA FAULT so after conferring with Dispatch and Maintenance an emergency was declared while returning to the foreign departure airport.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Training / Qualification; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Day three of a four day of pairing; we were departing. Right after takeoff we had a L/G LGCIU 1 FAULT. Following ECAM procedures we turned off GPWS system which gave us a NAV GPWS fault. We followed up both ECAM advisory with the QRH and the ECAM Non-Normal Supplemental Manual. We then notified our Dispatcher and Maintenance Control. On final approach to our destination when the gear was selected down; we had a right main gear red unlock light on. We saw three green down lights at the gear indicator with the red unlock light. On ECAM we saw three amber gear triangles and three green gear triangles. We were in CAVU conditions and the traffic was very light. So we elected to go around informing the Tower that we needed vectoring to work with a gear issue. I knew that there was another Company Captain in the cabin commuting home; I called the A Flight Attendant to have him come up to the cockpit. Together we agreed that the gear was down and locked and we could continue the approach for landing. Tower wanted to know if we were declaring an emergency; and we informed them NO; but would like to have the ground standby. I briefed the Flight Attendant what had happened and that we would be making a NORMAL landing which I stated to her three times. I then briefed the passengers why we had gone around to double check the indications and that we were now satisfied and we were proceeding in for our landing. At the gate; Maintenance informed us that there was linkage that was not connected. Maintenance released us after the repair and we continued on to our final destination.




Synopsis: An A321 ECAM alerted L/G LGCIU 1 FAULT after takeoff so the ECAM procedures were followed and when the landing gear were lowered at the destination; three green down and three red up lights illuminated. After a go around to complete the procedures a normal landing followed and maintenance found a disconnected linkage at the gate.
Date: 201506
Local time of day: 1201-1800
Location: BVI.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Sundowner 23
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D BVI
ATC / advisory: Tower BVI
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I was on an IFR Flight Plan and cleared for takeoff on Runway 28. My departure instructions were to turn left to a heading of 120 and climb to 3000. Other aircraft were in the pattern and arriving. On takeoff I climbed to 700 AGL on runway heading then began my turn per instructions. The controller advised me to extend my upwind leg due to arriving traffic. I did not see the other aircraft but turned to make an upwind leg. The controller called me again and said traffic was close. At that time the other aircraft passed above me and about 200 feet away. I think that my take off instructions should have been to fly runway heading until the tower could see I was past the aircraft arriving on downwind or fly runway heading until above pattern altitude. The controller probably expected me to fly a standard pattern but my take off clearance was just to turn to 120. I think this near miss could be prevented by just clearing departing aircraft to fly runway heading until above pattern altitude then telling me to turn to the appropriate heading for my IFR flight plan.




Synopsis: Beech Sundowner pilot reported an NMAC shortly after his IFR departure from BVI airport.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: We were on a left downwind for [Runway] XXC at ZZZ at 4;000 feet.  The Captain; who has only flown 1 trip since February 2020 (and done 1 [training] event); was the pilot flying.  It was at the end of a ZZZ1 - ZZZ all-nighter.  Approach Control assigned us to turn left to heading 360.  I acknowledged the heading assignment while the Captain entered the heading in the MCP and pushed HDG SEL which I watched him do.  A few seconds later I realized that we had not started turning; so I pointed that out to the Captain who re-pushed HDG SEL.  We both verified the FMA and the airplane started its turn.  A few seconds later Approach called; said something about being behind the turn and gave us farther left to heading 310 which I acknowledged and the Captain dialed in.  Then a few seconds later Approach called again and asked if there was something wrong with the initial heading assignment of 360 and he mentioned that we went 3 - 4 miles before actually starting our turn for 360.  I answered: 'No; we dialed it in; pushed for heading but it didn't take and it just took us a few seconds to realize it.'  The Controller responded with 'OK' and the rest of the flight went uneventfully.


Second narrative: Final Approach Controller gave us a left turn to 350. I put 350 in the window and pushed heading select. I looked to the left to see if the airport was in sight. I did not verify the FMA. After 10-15 seconds my First Officer said; you're not turning. Immediately reselected heading select; VERIFIED the FMA and verified turn.


Synopsis: Air carrier flight crew reported the aircraft did not start the turn as expected because they had not activated heading select.
Date: 202001
Local time of day: 1801-2400
Location: IAH.Airport, TX
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp IAH
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
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: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: While turning in to park at gate; there were two lav service trucks parked within the safety zone of the gate. I illuminated them with my taxi light to make sure they knew we were approaching the gate.One of the trucks backed out of the way while we continued to approach the gate.  The other truck; however; decided to dash in front of my aircraft to clear the area.  I stopped the aircraft to avoid a collision; then parked after the truck was clear. Ramp Tower was immediately notified of the incident.There is a service road painted in front of the gate; but ground vehicles are required to give way to aircraft.  Apparently; this driver thought it was the other way around.This is an increasing problem in different airports. In IAH; I personally have had to stop at least once a week to avoid vehicles driving in front of my taxiing aircraft over the past three months. These vehicles have been catering trucks; baggage carts; and lav service trucks.




Synopsis: Air carrier Captain reported a ground conflict at IAH airport with a vehicle during taxi-in to the gate near the safety zone.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were taxiing out of the ZZZ ramp at Taxiway X. We had just deiced the airplane as it was lightly snowing at the time and had some accumulation on the aircraft. The airport operations were in the process of changing [runway directions]. Because of this change we anticipated a significant ground delay as we could see the many aircraft waiting for takeoff. With the delay as a factor I elected to single engine taxi. We were given a taxi clearance to Runway XYL - cross Runway XYR on Taxiway X; left on Taxiway Y; hold short of Taxiway Z; regional jet on a 2.7 mile final. As we were just leaving the space of our ramp after the initial clearance; I observed another regional jet on runway XYL between Taxiway A and not yet past Taxiway X. I began to increase power as the aircraft was passing Taxiway X. As we were single engine I increased the operating engine incrementally trying not to exceed ground operations power. We were leaving a congested ramp with device personnel and equipment behind us. The aircraft was slow to accelerate. I think the 25-30 knot headwind also was a contributing factor in this slower than normal process. As we were just about to clear Runway XYR we heard the tower controller instruct the regional jet on approach to Runway XYR to go-around (the aircraft on final was about 1/2 mile out). In my estimation at the time; it seemed to me that we would be clear of the runway prior to the regional jet's touchdown. There was no corrective action taken or other actions required for the remainder of the flight. I called the tower controller upon landing. We discussed the operational factors of the single engine taxi and high head winds during the runway crossing. We decided that in the future it would be a good operating practice to inform the controller of taxiing single engine so the approach controller could build a bit more space between the aircraft.


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


Synopsis: B757-200 flight crew reported their relatively slow single-engine taxi speed resulted in a conflict with an aircraft on short final that ended in the aircraft going around.