elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 0001-0600
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: We were in cruise flight at FL400. The weather was clear VMC. My Captain stated 'what's that' and pointed to the right side of the aircraft; 1 o'clock position; same altitude. I leaned forward and looked past the window post between the R1 and R2 windows. I noticed a white balloon moving in our direction. I stated that it was in sight and that it looks like we are going to miss it. The balloon passed our right wing seconds later. I noticed a white balloon with a small box attached to it by a cord. It was close enough for me to see the cord swaying back and forth. It is difficult to say how many feet it missed us by but I can say that it was close enough to see it in detail as we quickly flew passed it. The event last seconds from the time it was spotted. Washington center was notified immediately afterwards. Upon landing we reviewed the required reports section of the Flight manual and determined that a report was required. If my Captain had not been looking in that location at that exact time we probably would not have noticed it due to the color; size; and closure rate.


Second narrative: While at FL400 cruise near/over ROA; I spotted a white weather balloon floating towards the aircraft. (No TCAS alerts) It was at our altitude and we could clearly see the tether hanging down from the balloon that supported a small silver instrument package. The instrument package was hanging slightly below our altitude. The best I could determine; the balloon appeared to be perfectly round in shape. Since nothing was near it; I am not able to determine the actual size of the balloon. The balloon passed off our right wing tip closer than 200 ft and may have been as close as 100 ft.I reported the balloon to Washington ARTCC immediately and they acknowledged my report. Nothing more was mentioned about the incident by ARTCC.If the balloon's instrument package had carried a transponder that reported altitude and course (drift); ATC could have alerted me to the proximity of a balloon and used vectoring to avoid hitting the balloon package. At 400+ kts ground speed; if the tether had hit the wing or if the instrument package had impacted the cockpit or had been whipped around to hit the fuselage; we could be talking about a rapid decompression; damage to hull or wing and possibly loss of life.


Synopsis: B737 flight crew reported an NMAC with a weather balloon at FL400 over Virginia.
Date: 201708
Local time of day: 0001-0600
Location: LHM.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
ATC / advisory: CTAF LHM
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: [I] was VFR and just released from NorCal flight following to squawk VFR and cleared to Lincoln UNICOM frequency. 'Caution two aircraft in traffic pattern at Lincoln.' Acknowledged and squawked VFR and switched to Lincoln Regional UNICOM. Transmitted on UNICOM that [I] was 10 miles south of Lincoln passing 4;000 feet and planned on a 45 to left downwind entry at the 'Log Pile' for Runway 15. I was still on auto pilot. One aircraft transmitted on UNICOM that it was just pulling off the Runway 15. Did not hear the other aircraft. Moments later; while passing about 3;000 MSL; a twin engine aircraft appeared in the windscreen a little above and to the east. The aircraft appeared to be climbing. I was descending. I pushed on the yoke a bit; but was still on autopilot and by that time was well clear; so no real evasive action was taken. Could not identify the tail number or type aircraft other than a twin engine.




Synopsis: Pilot of a small aircraft on VFR descent to LHM reported a Near Mid-Air Collision (NMAC) with an unidentified twin-engine aircraft departing LHM.
Date: 201205
Local time of day: 0601-1200
Location: MDW.Airport, IL
Flight conditions: VMC
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: Ground MDW
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; Confusion; Communication Breakdown; Time Pressure
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: Airport; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were given a clearance to taxi from the gate on T1. Another carrier was on T2 and was told to follow the Company jet at their 3:00 position. At Spot 55; the other carrier's jet began a right turn toward our aircraft on Spot 56. The only thing I could do to prevent what was shaping up to be a taxi collision was to hit the brakes and transmit a firm 'STOP' on the Ground frequency. The other carrier's First Officer was facing his left and did not bother to look out his window to the right to look for us. There may have been some confusion with call signs as another carrier's aircraft did taxi past another carrier. [The other] carrier did not yield.




Synopsis: A B737 Captain approaching Spot 56 on T1 took evasive action to avoid another aircraft on T2 as that aircraft made a right turn near Spot 55 toward spot 56.
Date: 201412
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON SCT
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Manuals; Human Factors
Primary problem: Human Factors

Narrative: MEL 30-X-XX Right Wing Valve Fixed Open. I went over the MEL line by line with Dispatch and Maintenance Control after Contract Maintenance deferred the aircraft. I went over the MEL line by line with the First Officer (FO) to cover the configuration at the gate and for takeoff. Airborne; when the temperature was below 10 degrees C; we placed the engine bleed switch ON as directed in the MEL. The right Pack had been placed OFF for takeoff and remained off for the flight. We had both checked our configuration with the MEL; but had assumed that the Pack switch needed to be off for takeoff. After placing the Pack off for takeoff; at 10;000 feet; the right Pack was correctly called (Right Pack Off); but since that was the position we had it in for takeoff for the MEL; we didn't correct the Pack position. Pressure held normally for cruise.Nowhere in the MEL does it mention turning off the right Pack. It is obvious to me now; the right Pack switch should have been placed as in a normal flight. But the verbiage in proviso (I) led us to turn the Pack off. Since the MEL does not have you turn the Pack off; there is no mention to turn the Pack back on. This was not a mistake because we didn't notice the Pack off; it was a mistake in turning it off without specific guidance and not realizing the flaw in logic. A note referencing leaving the Pack switch on (like a bleeds off takeoff) would have helped me avoid this error.




Synopsis: B737 Captain reports misunderstanding an MEL procedure and departing with the right pack off and the right bleed off for a right wing anti-ice valve fixed open. When the bleed valve is turned on; the pack valve is left off. The flight continued in single pack operation without difficulty. The pack should not have been turned off.
Date: 201809
Local time of day: 1801-2400
Location: MDW.Airport, IL
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: On arrival into MDW in a 250 knot Level Change descent to 6000 FT; expecting RNAV (RNP)-Y Runway 22L; we received a different approach to RNAV (RNP)-X Runway 22L; cleared direct to MIING to cross at 4000 FT cleared for the approach. After reprogramming the FMC; Pilot Flying put the next altitude on the approach 2900 FT into the MCP window but failed to select VNAV. The aircraft in Level Change descended 400 FT below the crossing altitude of 4000 FT approximately 5 NM west of the fix. Having to brief the new approach (task saturation) was put ahead of making sure the MCP was set up properly. Pilot Flying should have had the Pilot Monitoring do the programming to allow the Pilot Flying time to see the bigger picture and make sure the proper MCP mode was set prior to briefing the new approach. Knowing ATC's intentions further out would be helpful.




Synopsis: B737-800 Captain reported overshooting an altitude restriction on the RNAV RNP X Approach to 22L at MDW. Reporter cited a last minute clearance change as contributing.
Date: 202007
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Troubleshooting; Situational Awareness; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was pilot flying during for this leg. We took off from ZZZ and shortly after takeoff the captain points out that the LP vibrations on the #2 engine were 4.0 and amber in color. When it was clear that this was not an erroneous indication the Captain gave me the radios so he could run the QRH. We got handed off to Center and they told us to climb and maintain FL390. After running the QRH the Captain decided to return to the field. I informed them that we were having an engine issue on the right side and that we needed to maintain 16000 (at no point did myself or my Captain request priority handling). Around that point the captain decided take the radios back and request to return to ZZZ. We got vectors for the ZZZZZ arrival and ILS which I flew and landed without incident. Post landing we found out that either approach or the tower requested priority handling for us. Post flight we were informed that ATC had requested priority handling for us because they thought we had to shut down our #2 engine which is not the case. It would have been nice to have better communication from ATC and know that they requested priority handling for us.




Synopsis: First Officer reported high vibration in an engine and a return to the departure airport.
Date: 201704
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Instructed by company to return to departure airport due to unauthorized corrosive material boarded in the bulk cargo compartment. Jettisoned approximately 40;000 lbs of fuel for landing at departure airport per checklist. Landed; had cargo removed; refueled; and departed for destination.




Synopsis: B777 First Officer reported returning to the departure airport after being notified they had unauthorized corrosive material onboard.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Military
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was in the pattern on downwind abeam the tower 1;200 ft; offset distance from the runway was 4;000 feet. I had just taken off and was instructed to make right pattern. Several F-16s went directly over the top of me at estimated 200 feet separation. They were going so fast; there was no way to count the number of aircraft. A second later; I was flying through their smoke trails and being instructed by the tower to make a 360 degree turn. I immediately turned to the north and departed the pattern temporarily until rejoining about 5 minutes later.




Synopsis: C172 pilot reported NMAC with F-16s while in the pattern.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A student and I were performing maneuvers in the practice area when it became apparent that the elevator control would not move too far past neutral position. I decided to take the controls and head back for our home airport. We made a safe landing using the elevator trim to bring the nose up for flare. There were no injuries or damage to the aircraft.

Callback: The reporter stated that morning a Mechanic removed the forward instrument panel to access the INTERCOM unit which had been malfunctioning. In flight the elevator control column locked in neutral position. After landing Maintenance discovered the instrument cooling fan had become dislodged and wedged in the elevator control behind the instrument panel. The reporter did not know if the fan was manipulated during the INTERCOM maintenance.



Synopsis: During a training maneuver; a C-152 elevator became locked forward of neutral so the flight returned to the airport. The instrument cooling fan had become lodged in the elevator control mechanism behind the glareshield.
Date: 202112
Local time of day: 1201-1800
Location: DFW.Tower, TX
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B DFW
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Workload; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: We were departing DFW around XA:30 local off of Runway 36 right; climbing through about 550 feet AGL I noticed the radar altimeter started to bounce up and down oddly and then I received a red RA and which is came back at around 1000 feet AGL and functioned normally until we reached the limit of the radar altimeter. I noted it to the Captain and he didn't see any issues on his side; however we were aware of the 5G NOTAMs and I had mentioned that might be the cause. That was the only time we noticed and issue; coming in from ZZZ it functioned fine and landing in ZZZ1 it was functionally normally as well.




Synopsis: Air Carrier First Officer reported an erroneous radio altimeter after takeoff and during climb out from DFW. The First Officer also reported they had reviewed the NOTAMs referring to 5G interference at this location.
Date: 202103
Local time of day: 1201-1800
Location: MYF.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D MYF
ATC / advisory: Tower MYF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Received clearance to land on [Runway] 28R at MYF. Informed that another aircraft was landing on the parallel 28L runway. Was lined up for 28R. Watched the 28L traffic turn base and final on the ADSB display. Their base to final turn put them very close to my position. ADSB display was indicating yellow for close traffic. I looked outside the aircraft to visually identify the 28L aircraft but it was slightly above and behind me being blocked by the wing. During my quick scan for the aircraft; I inadvertently drifted closer to the 28L extended centerline. I raised the wing and identified the parallel aircraft. I was within several hundred feet of that aircraft. Immediately dove and turned to the right to get away from the aircraft and re-align with the 28R centerline. Rest of approach and landing were normal.




Synopsis: Pilot reported that on final approach they drifted toward the parallel runway while looking for traffic; causing a NMAC with the aircraft they were looking for.
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Confusion; Distraction; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: The Captain called upset because Load Planning (LP) sent a 'Do Not Takeoff Without Corrected Weight and Balance' message on takeoff roll. The Captain chose not to abort takeoff but says this should never happen again. Require 'final weight and balance' to sent sooner.




Synopsis: An A320 Dispatcher received a call from an upset Captain who received a Load Planning message during the takeoff roll which stated 'Do Not Takeoff Without Corrected Weight and Balance.' He did not reject.