synopsis stringlengths 89 1.16k | label class label 17
classes | acn int64 1.23M 2.31M |
|---|---|---|
A ramp agent delivered a battery‑powered wheelchair to the flight deck with only the top box on the lithium‑ion battery form checked, omitting required checklist items. The ground agent confirmed he only verifies the top box and signs the bottom, refusing to confirm the additional conditions for battery transport. Afte... | 8humanfactors | 1,961,497 |
After landing on runway 33L at Baltimore Washington International Airport, the crew expected a taxi route via taxiway P, E and T based on a NOTAM that taxiway F was closed, but air traffic control cleared them to taxi via "taxiway P, T to T," which the pilot misheard as "P, E, T" and turned onto taxiway P in the wrong ... | 4chartorpublication | 1,765,375 |
During a visual approach, Aircraft X was cleared to land while Aircraft Y was in the traffic pattern at midfield without visual contact but appeared on the pilot's electronic flight bag as merging. Aircraft Y remained on the runway on a one‑mile final, causing Aircraft X to execute a go‑around; Aircraft Y then announce... | 8humanfactors | 1,930,628 |
The ramp lead planned the flight by loading dangerous goods and placing only one bag in cargo pit 1. The dangerous goods were then sealed without any bag to secure them in pit 1, indicating a deviation from proper loading and securing procedures. | 13procedure | 1,630,378 |
While enroute from TEB to ZZZZ, the crew was cleared direct to the navigation fix LEXAD but misheard the similar‑sounding fix LEXIM and subsequently flew to LEXIM, confirming the incorrect fix on the read‑back to air traffic control. Neither the crew nor air traffic control detected the discrepancy, and the error was o... | 4chartorpublication | 1,356,737 |
The flight crew received an ACARS message indicating no dangerous goods, departed the gate, but then received a second ACARS message from load planning stating that hazardous material had not been secured; they were instructed by operations to return to the gate, where ramp personnel secured the hazardous material. Con... | 8humanfactors | 2,098,800 |
A fixed-wing aircraft on the base leg of the Myakka River State Park runway 28L pattern and a helicopter descending to a landing point 200 feet south of the runway entered a conflict point because air traffic control does not separate helicopters from fixed-wing traffic and only provided a traffic advisory when the fix... | 13procedure | 1,353,948 |
During descent the autopilot pitch trim became stuck in a nose‑down position and, after disengagement, the trim remained frozen, causing lighter-than‑normal control forces and uncertainty about pitch behavior during level‑off or speed changes. Air traffic control expressed concern about declaring an emergency, but the ... | 0aircraft | 2,255,945 |
The pilot, while flying the Coastal Route from Avalon to Whiteman, was told by air traffic control that clearance to enter Van Nuys Class D airspace was not required and was subsequently vectored away from the airport. The pilot continued descending under the assumption of clearance and later was warned by the same con... | 13procedure | 1,266,802 |
After a delay caused by missing unit load devices, the crew received two sets of dangerous goods paperwork and signed the second set, placing the signed manifest in a striped dangerous goods envelope on the center pedestal. When the gate agents hurried to close the flight for another departure, one agent mistakenly rem... | 8humanfactors | 1,900,012 |
During a military exercise in Warning Area X and Warning Area Y, the range hand‑off aircraft were transferred to the controller without proper tagging, causing them to converge at 500 knots with a sequence of aircraft crossing at 250 knots 10 miles in trail, creating a conflict with the controller's flow control at BOO... | 13procedure | 1,370,091 |
A VFR pilot departed the California coast and, while descending to 2,800 feet mean sea level in Class E airspace, received a VFR descent clearance and traffic advisory from Northern California Terminal Radar Approach Control but was not positively able to identify the traffic. After NorCal TRACON terminated radar servi... | 13procedure | 1,243,262 |
During Part 137 agricultural operations on the south side of the airport, a helicopter approaching the airport made an initial unicom call that was not heard or seen by the pilot; the fixed-base operator responded that agricultural operations were in progress on the south part of the airport, indicating a communication... | 13procedure | 1,251,701 |
The pilot was operating a fixed‑wing aircraft at approximately 500 feet above ground level, traveling about 160 knots, and crossed the threshold of runway X while a single‑engine airplane was on a 2‑ to 3‑mile final approach at roughly 80 knots. The high speed and low altitude placed the pilot’s aircraft in close proxi... | 8humanfactors | 1,745,530 |
While on short final at approximately 1,000 feet above ground, the pilot received visual clearance and observed a military T-1 aircraft turning from base to final beneath him, creating a vertical separation of about 300 feet; the pilot contacted the control tower and was instructed to remain second in the landing seque... | 3atcequipment/navfacility/buildings | 1,475,484 |
While descending on the instrument landing system approach to runway XXC at airport ZZZ1 to 7,000 feet, the aircraft, with autopilot engaged and localizer captured, experienced an abrupt uncommanded roll to the right of approximately 50 degrees, triggering an autopilot failure warning; the flight crew manually recovere... | 0aircraft | 1,910,908 |
During a radar training session, a controller misidentified an aircraft on a missed approach as a normal departure and an instrument flight rules data block was erroneously acquired on a visual flight rules 1200 code target, diverting the controller’s attention and causing the missed‑approach aircraft to descend into a... | 2airspacestructure | 1,430,957 |
An aircraft operating under instrument flight rules 5 nautical miles west of the TALLI intersection experienced intermittent loss of its airborne collision avoidance system and requested a descent to visual flight rules conditions to diagnose the equipment problem. Controllers authorized a step‑down from 8,000 feet to ... | 7equipment/tooling | 1,565,532 |
During a pilot's inaugural flight in a Boeing 737 MAX, the aircraft's altitude alerting system generated a loud buzz approximately 900 feet before reaching the selected autopilot altitude. The audible alert coincided with two air traffic control transmissions during climbout, effectively drowning out the communications... | 0aircraft | 1,792,421 |
Air traffic control cleared Aircraft X for a VOR-A approach into Hilo International Airport and instructed the aircraft to cross the EED area of operation at flight level 059, after which the approach clearance was issued. The pilot’s readback of the altitude restriction was unintelligible due to poor radio communicati... | 3atcequipment/navfacility/buildings | 1,908,862 |
The aircraft was assigned Gate X while a Boeing 737 occupied adjacent Gate Y, a conflict that should have prohibited the assignment. Ground marshallers signaled the aircraft to taxi beneath the 737 wing, but the movable ramp and aircraft configuration blocked the pilots' view, preventing visual confirmation of clearanc... | 13procedure | 1,257,993 |
While on the SITEE3 arrival into Las Vegas, the crew briefed for an instrument landing system 26R approach based on the automatic terminal information service, but Approach Control switched them to a RNAV visual 19R approach shortly before waypoint WYYNN, requiring an immediate runway change. Approach Control then refu... | 13procedure | 1,616,853 |
The flight was cleared for a visual approach to ZZZ airport and instructed to remain within five miles of the field, contrary to the crew's briefed expectation of a seven‑mile final. During the base leg the aircraft descended below the expected altitude, triggering a low‑altitude alert from the control tower; the crew ... | 13procedure | 2,039,272 |
Air traffic control cleared the aircraft to turn and intercept the localizer while descending to 3,000 feet, but the pilots heard and read back an altitude of 2,000 feet and maintained that altitude. The captain failed to activate the localizer frequency, causing the aircraft to fly off the localizer until he manually ... | 8humanfactors | 1,776,398 |
During an instrument flight rules repository flight in fog with runway visual range of 1,200 feet, the crew conducted an instrument landing system approach to runway 16 using autopilot, enhanced vision system and head‑up display, and landed on a wet runway. After touchdown, reverse thrust and braking were applied, but ... | 16weather | 1,317,159 |
While on approach to runway XX the flight crew received multiple advisories about parachute activity and observed a parachutist crossing the final approach path, then saw several parachutes land on the runway threshold within 100 ft of touchdown, forcing an uneventful landing with no time to react; the incident occurre... | 5companypolicy | 1,663,685 |
While on a vector to the final approach about 20 nautical miles south of Charlotte Douglas International Airport, the flight mode switched from heading mode to lateral navigation mode and the flight director erroneously commanded a right turn instead of the expected left turn, causing the aircraft to bank right before ... | 3atcequipment/navfacility/buildings | 1,792,533 |
During charter operations, flight crews relied on paper weight and balance forms that were prone to arithmetic errors and often went unchecked due to crew distractions, creating a significant safety of flight risk. The report recommends replacing these paper forms with an electronic flight bag application that automati... | 5companypolicy | 1,445,257 |
During heavy rain at Tampa International Airport, the visual parking guidance line (J-line) became nearly indiscernible, preventing the marshaller from accurately directing the aircraft to the gate; reliance on the Mobile Aircraft Parking System signals alone did not ensure proper alignment, creating a hazard. The repo... | 13procedure | 1,602,920 |
Aircraft Y landed on runway 22L and was instructed to hold short of runway 22R; aircraft Z, a student, was cleared to land on runway 22R while aircraft X was cleared to taxi and hold short of runway 22R at runway 11. Due to construction‑related taxiway closures and non‑standard hold‑short markings, pilot X failed to re... | 13procedure | 1,426,542 |
During a training flight, the student pilot descended below the intended approach path, and the flight instructor, having forgotten that an instrument flight rules clearance had been obtained to bypass a rain patch, did not intervene immediately; after air traffic control issued a low altitude alert, the instructor can... | 5companypolicy | 1,561,927 |
After arrival at gate, maintenance deferred a Category 3 status item requiring a test of each autopilot, but the left air data inertial reference unit was incorrectly marked inoperative on the minimum equipment list, causing the autopilots to disengage. The crew contacted Maintenance Control, who approved the left air ... | 12mel | 1,531,848 |
Shortly after takeoff the flight deck experienced a "dirty sock" fume event, prompting both pilots to don oxygen masks; the odor dissipated after about 15 minutes but reappeared, more intensely, during descent, and despite applying the odor isolation procedure from the Flight Crew Operations Manual, the smell could not... | 0aircraft | 1,869,512 |
During a visual flight rules training flight for a commercial pilot license in the North Perry Practice Area, the instructor and student were performing lazy eights at about 2,700 feet when they heard two other aircraft on the common frequency approximately 3‑4 nautical miles away. Because their aircraft lacked automat... | 13procedure | 1,826,149 |
After landing at ZZZ, the aircraft was towed to remote parking and pitot static system covers were installed, but no maintenance discrepancy report was generated. Three days later, during pre‑departure preparation, the flight crew discovered that the circuit breakers for the pitot system had circuit breaker collars ins... | 5companypolicy | 1,749,913 |
After receiving a departure clearance to climb to 2,000 feet, the crew observed glider tow traffic west of the runway but assumed it posed no conflict. During the initial climb, the Traffic Collision Avoidance System displayed a target 400 feet above and later showed the glider less than one mile ahead on a converging ... | 13procedure | 1,278,449 |
While on final approach to runway 17C at Dallas/Fort Worth International Airport in solid instrument meteorological conditions, the pilot received a traffic collision avoidance system resolution advisory that commanded a descent below the instrument landing system glide slope to avoid traffic on runway 17L. Compliance ... | 13procedure | 1,399,310 |
During a first officer's departure from runway 01 on the Scram 6 area navigation departure procedure between waypoints REVGE and BEBLE, the aircraft reached approximately 2,000 feet and the pilot observed an object initially thought to be a balloon. The pilot then identified the object as a black and silver four‑blade ... | 8humanfactors | 2,233,318 |
During descent into ZZZZ at flight level 300, the crew entered the ATC-assigned speed of 280 knots into the Control Display Panel, but the panel reverted to 215 knots and would not accept changes, prompting the First Officer to manually set the speed via the Mode Control Panel. At flight level 140, a dual flight manage... | 0aircraft | 1,971,853 |
During an evening arrival push, an air traffic controller failed to notice a conflict between a commercial IFR aircraft (Aircraft X) and a VFR aircraft until the Conflict Alert sounded, then issued a delayed traffic alert with incorrect phraseology. The VFR aircraft were operating without ATC communication in a narrow,... | 2airspacestructure | 1,472,490 |
During climb out of ZZZ, the engine indication and crew alerting system displayed an engine 3 oil filter fault, prompting the crew to abort the climb and execute the engine shutdown checklist, which resulted in the shutdown of engine 3. The crew then coordinated with air traffic control to conduct a fuel jettison using... | 0aircraft | 2,159,305 |
While conducting a continuous descent final approach on the RNAV Z 22L procedure, the crew was cleared to maintain at or above 3000 feet and set a descent profile to reach 3000 feet at SAILZ and 2400 feet at the final approach fix. Air traffic control erroneously instructed the pilots that a mandatory crossing altitude... | 4chartorpublication | 1,541,170 |
During a high‑speed taxi at 75 knots on Runway XX, the pilot miscalculated the required stopping distance, began braking too late, and was unable to stop before the runway end; exiting onto the grass, the left propeller struck two runway‑edge lights before returning to the taxiway. | 8humanfactors | 2,191,537 |
The operator received a NOTOC (notice to crew) indicating 35 kilograms of devices containing lithium ion batteries, was aware that an interim final rule prohibited lithium ion batteries on passenger aircraft, yet the pallets were loaded onto the aircraft before being removed, and the required distribution of the rule t... | 13procedure | 1,623,515 |
During a VFR flight northbound into DIJ, a radar-side trainee attempted to remove aircraft strips after terminating flight following and confirmed the action with a "Y" response. While the removal command timed out, the adjacent sector R16 issued a point-out for a departing PNA eastbound, which the trainee approved, an... | 3atcequipment/navfacility/buildings | 1,371,641 |
During a high‑volume entertainment event, multiple light aircraft and business jets were arriving under instrument flight rules at an uncontrolled airport with unrestricted ceiling and visibility. While executing an RNAV global positioning system approach, the crew received a traffic alert and saw a Beech Baron crossin... | 2airspacestructure | 1,536,698 |
During a flight, passenger XX2 repeatedly refused to keep his face mask on despite four crew requests, using a water bottle as an excuse and later eating to avoid compliance. Passenger YY1 also removed his mask, pretended to drink, and together with passenger YY5 ignored the seat‑belt announcement during turbulence and... | 8humanfactors | 1,754,706 |
The pilot reports that Denver Air Traffic Control regularly uses tower radio frequencies that differ from those printed on the Joint Emergency Procedures Planning System approach plates for each runway, creating confusion and increased workload. Denial of awareness by Denver Air Traffic Control was cited, and the pilot... | 4chartorpublication | 1,839,928 |
The crew experienced a navigation malfunction in the Honeywell Epic flight management system, a problem that was already known to Honeywell and the ZZZ air traffic control facility but was not communicated to the crew; the issue was only identified a month later during a discussion with the Chief Pilot, prompting an in... | 14softwareandautomation | 1,967,489 |
After landing at ZZZ, jumpseat passengers and the first officer detected a paint‑thinner or acetone odor originating from the main cargo deck. Investigation by the dangerous goods specialist identified a leak of UN1866 resin solution caused by failure of the resin's containment material. The cargo deck was ventilated, ... | 8humanfactors | 2,158,940 |
During departure preparation for Aircraft X, a ground support worker in a tractor entered the taxi area and positioned the vehicle directly in front of the moving aircraft while the engine was running and the bypass pin had been removed, violating the outer safety zone. Despite the crew using visual wands and a dispatc... | 8humanfactors | 2,145,763 |
After departure, the multifunction control display unit showed a computed weight about 20,000 pounds heavier than the electronic centralised aircraft monitor displayed weight, because the load closeout listed a zero‑fuel weight of 103,130 kilograms and a total souls on board of 29 instead of the actual 137. The crew ac... | 5companypolicy | 1,347,026 |
During offloading of an inbound flight, ground personnel discovered a smart bag that still contained its battery, which is prohibited for checked baggage; the bag tag indicated it had been processed at a self‑service check‑in kiosk at the departure airport, implying the battery was not removed by the passenger and the ... | 13procedure | 1,660,805 |
An aircraft inbound to Honolulu International Airport was instructed to descend to ten thousand feet and cross the navigation fix BAMBO, but Honolulu approach reported they could not see the aircraft due to a lack of radar coverage within five to ten nautical miles of the boundary. The existing standard operating proce... | 13procedure | 1,462,196 |
During a flight on a Piper Pawnee, the aircraft's static revolutions per minute were measured at over 2600, exceeding the 2325‑2425 range specified in the Type Certificate Data Sheet. The elevated engine speed indicated that the propeller installed had an incorrect pitch, resulting in non‑compliance with the aircraft's... | 9incorrect/notinstalled/unavailablepart | 1,893,523 |
On day two of a three‑day sequence, the captain and first officer experienced poor sleep due to extreme hotel conditions and were subsequently pressured by dispatch to accept an additional flight leg, which they assessed as unsafe given their fatigue. After contacting scheduling, they were told they would be returned t... | 5companypolicy | 1,698,960 |
The captain, after reviewing contaminated runway conditions, cross‑wind gusts, and takeoff performance data indicating insufficient thrust and unsafe flap settings, determined the aircraft could not safely depart; when he informed gate agents and dispatch that he would not fly, he was pressured by a supervisor, ramp ma... | 16weather | 1,616,049 |
While on a downwind leg abeam KSAN at 5,000 feet, the pilot was vectored for a base turn to final near the waypoint SAYAE and cleared to maintain 3,800 feet until established on final. The pilot extended off SAYAE, descended to 3,200 feet, and was later advised by air traffic control of an altitude deviation at 3,400 f... | 13procedure | 1,641,305 |
After completing a pre‑planned two‑ship formation sortie, the pilot landed and began the standard turbine engine shutdown procedure while the propeller was still spinning. A law‑enforcement officer approached the aircraft on the ramp, stood beside the running propeller, and seized the pilot's driver's license, pilot's ... | 8humanfactors | 1,750,702 |
While cruising at flight level 350 on the GLAVN2 arrival to ATL, the aircraft encountered wake turbulence from a Boeing 757 directly ahead at the same altitude, resulting in an unexpected 15-degree left roll and autopilot disengagement with a roll authority announcement; the crew recovered by leveling the wings, increa... | 6environment-nonweatherrelated | 1,649,731 |
During positioning of a power stow to the aft cargo compartment of Aircraft X, the operator observed the left side of the power stow snake head exit its track while the device was lowering and leveling. The detached snake head tip dropped and struck the door sill, denting and puncturing it. The damage occurred because ... | 7equipment/tooling | 1,954,192 |
During a practice S‑turn maneuver in the south practice area, a flight instructor and student made multiple position reports on the common traffic advisory frequency, but observed no traffic and began the maneuver. While the student initiated the first S‑turn, a helicopter appeared approximately 300‑500 yards away at t... | 8humanfactors | 2,185,528 |
During initial climbout, a single controller was handling both ground and tower frequencies, causing delayed communication with air traffic control; the crew missed the pilot‑in‑command's call to engage the autothrottles, resulting in the aircraft exceeding 250 knots below 1,000 feet and reaching approximately 290 knot... | 6environment-nonweatherrelated | 1,783,846 |
San Carlos Tower controllers incorrectly mixed Zulu time with local time in the Automatic Terminal Information Service, announcing that the closed traffic pattern would open at a specific time in Zulu rather than local time. Because the announced Zulu time was later than the actual local time, the controllers continued... | 13procedure | 1,712,218 |
During a busy 20‑30 minute shift, the controller removed a departing satellite aircraft from the arrival flow, assigned a heading of 050 degrees and then changed to 360 degrees, issuing a clearance to climb to 2,000 feet—a lower altitude than his normal practice of 3,000 or 6,000 feet. The aircraft was already at appro... | 2airspacestructure | 1,774,911 |
While on radar vectors the aircraft was instructed to descend to 4,400 feet on the eastern side of the airport. As the descent continued, an automatic altitude call announced "2500 feet" and the terrain aural warning activated, prompting the pilot to disconnect the autopilot and manually pitch up to avoid terrain conta... | 2airspacestructure | 1,730,068 |
Three maintenance technicians were working on the aircraft; one was preparing to perform an operational check of the right-hand thrust reverser while the others were replacing proximity connectors on wing spoilers. The technician asked the thrust reverser mechanic if the area was clear, received confirmation, and proce... | 13procedure | 1,517,365 |
During passenger deplaning, the aircraft's nosewheel rose 2–3 feet above the ramp for several seconds before dropping, causing the jetway auto‑leveler to raise the jet bridge as the airplane tipped. When the nosewheel returned to the ramp, the main cabin entry door struck the jet bridge, halting deplaning until the bri... | 13procedure | 1,401,854 |
A tower radar controller was operating without TRACON (Terminal Radar Approach Control) staffing on a busy Sunday, resulting in excessive workload as he managed multiple arrivals, departures, and satellite airport traffic. While assisting an aircraft reporting icing and coordinating its diversion, the controller climbe... | 15staffing | 1,313,447 |
An aircraft climbing from approximately 24,000 feet on a RNAV departure was cleared direct and the pilot requested to remain on the flight‑plan route with a climb limit of 26,000 feet to conserve fuel. The controller entered the new altitude of 26,000 feet, but a UTM (Failed Transfer) message was generated when the fli... | 3atcequipment/navfacility/buildings | 1,493,549 |
During a local flight to practice touch-and-go operations at a non‑towered airport, the pilot observed an antenna mounted on the maintenance hangar surface that was not listed in any Notice to Airmen. While executing a go‑around on runway 13, the antenna passed close to the aircraft, indicating the obstruction was not ... | 4chartorpublication | 1,547,741 |
During climbout from Denver International Airport the aircraft entered light to moderate turbulence that abruptly intensified to severe turbulence at flight level two six zero, causing the autopilot to disengage and the flight crew to struggle to maintain control. The turbulence lasted only a few seconds, followed by s... | 16weather | 1,430,705 |
During the second half of the flight the first officer and pilot observed a magenta oil quantity indication on engine one and, lacking an applicable checklist, elected to monitor the indication for any rapid decrease in oil quantity, change in oil pressure, or engine temperature. No further change occurred, but when it... | 0aircraft | 1,935,335 |
After pitot probe covers were installed on Aircraft X during an extended ground stay, maintenance created an open entry in the Aircraft Maintenance Log but Base Manager instructed staff to transfer the entry to a different log page and release the aircraft as airworthy. The release was performed while the aircraft rema... | 13procedure | 1,739,224 |
At flight level three three zero, approximately 3 hours and 26 minutes into the flight and after passing latitude 46 north longitude 170 east, the crew encountered moderate to severe turbulence with radar returns indicating hazardous weather beneath the aircraft while flying at cloud tops. The pilot monitoring transmit... | 16weather | 1,476,596 |
After a takeoff from City X, the pilot experienced a complete engine failure while climbing, which was traced to water contamination in the right fuel tank that remained after pre‑flight sampling and was not fully removed. The pilot’s immediate actions—including selecting the right tank, applying carburetor heat, and u... | 8humanfactors | 2,295,899 |
While vectoring for arrival, approach control assigned a different runway and an ILS Precision Runway Monitor approach that was not indicated on the automatic terminal information service, giving the crew insufficient time to brief the procedure and resulting in the omission of the monitor frequency. During the approac... | 13procedure | 1,471,766 |
Denver Air Route Traffic Control Center attempted to hand off two aircraft on converging courses within 30 miles of each other at the same altitude; when sector 42 requested separation assistance, the Denver controller responded ambiguously and proposed climbing one aircraft to flight level 380, an altitude unsuitable ... | 2airspacestructure | 1,343,835 |
Air traffic control vectored the aircraft to runway 24 while it was cruising at 4,000 feet in a clean configuration and monitoring the RNAV system. The captain, aware of terrain‑avoidance warning system limitations in the area, requested a vector to final to maintain safe clearance above the mountainous terrain. Shortl... | 0aircraft | 2,114,353 |
Air Carrier X completed a routine flight to destination ZZZZ, after which crew discovered paint spilled in the cargo compartment from a passenger's checked baggage. The passenger had two pieces of checked luggage; one bag was not loaded on the flight, and Transportation Security Administration later found additional pa... | 8humanfactors | 2,030,515 |
While 10 nautical miles from the PIRAT waypoint, the flight was instructed to hold as published but the flight management computer contained incorrect holding data, causing the aircraft to enter a right-hand turn based on the erroneous entry. The crew, not trained on the tablet device to retrieve holding information, l... | 9incorrect/notinstalled/unavailablepart | 1,278,566 |
During an instrument landing system approach to runway 18R, the aircraft crossed the glide slope intercept at 3000 feet mean sea level and the glide slope became erratic, causing pitch oscillations. The captain instructed the first officer to disconnect the autopilot and hand‑fly, after which a descent rate of about 15... | 13procedure | 1,438,108 |
During an instrument landing system approach to runway 34L at Salt Lake City, the aircraft encountered a sudden wind shear at the final approach fix, with wind shifting from 190 degrees at 40 knots to 290 degrees at 38 knots and causing a rapid 40‑knot increase in airspeed that exceeded the flap‑over speed for the Flap... | 16weather | 1,409,778 |
While cruising at flight level 370, the captain requested and received a clearance from Minneapolis Center to descend to flight level 350 due to light turbulence; the aircraft complied and descended to flight level 350. Subsequent controllers, confusing the aircraft's call sign with a similarly sounding flight, believe... | 13procedure | 1,592,939 |
An aircraft operating under instrument flight rules was not handed off by the Chicago Center controller, who failed to coordinate its approach and instead placed it 5 miles east of Chicago Midway Airport outside class C airspace, descending beneath the final approach for Runway 22L to 1,200 feet. The aircraft later req... | 13procedure | 1,395,486 |
An in‑flight engine failure occurred shortly after departure, prompting the pilot in command to declare an emergency and return to the departure airport for a safe landing; maintenance personnel repaired the engine, updated the aircraft documents, and the flight subsequently continued to its intended destination with p... | 0aircraft | 1,973,779 |
While conducting a night-vision-goggle assisted helicopter landing on Runway XX at ZZZ, the crew performed a shallow run‑on approach and touched down halfway down the runway without hearing any radio transmissions. After landing, a fixed‑wing Saratoga pilot reported holding on the same runway and claimed the helicopter... | 7equipment/tooling | 1,872,188 |
A NOTAM for Houma airport indicated that the GPS 21 approach procedure is only authorized for a private heliport northeast of the field and that Houma airport itself does not have a GPS 21 approach; additionally, Wide Area Augmentation System augmentation was not authorized for S‑92 helicopters equipped with universal ... | 4chartorpublication | 1,621,339 |
While towing an ERJ145 with a towbarless tractor, the aircraft broke free from the tug's cradle because no break rider was present in the cockpit, causing the nose gear to jolt sideways and roll to a stop when the tug halted; the incident highlights a procedural gap in securing the aircraft during tow that allowed the ... | 5companypolicy | 1,493,920 |
During a water landing training session in area ZZZ, the instructor performed a water takeoff with the aircraft configured for a water landing and a wind from the southeast at approximately 10 knots. After achieving a step‑taxi and reaching about 30 mph indicated airspeed, the aircraft experienced a sudden thump, causi... | 6environment-nonweatherrelated | 1,694,373 |
While descending on the CREDE3 RNAV arrival into Denver, the flight crew was cleared by air traffic control to cross the POWDR waypoint at 17,000 feet, but the aircraft was already at approximately 20,500 feet and unable to meet the altitude and speed restrictions despite full speed‑brake application. The controller re... | 13procedure | 1,468,545 |
During boarding, two flight attendants and the narrator detected a strong moth‑ball odor in the aft galley and reported it repeatedly to the captain, who refused to open the aft doors for fresh air. The odor intensified, causing throat, eye, skin irritation and shaking in the crew, prompting a customer‑service supervis... | 13procedure | 1,489,674 |
After pushback at Pittsburgh International Airport, the flight crew received taxi clearance from ramp personnel to hold short of runway E and contact ground, but when they called ground control they were told no taxi instruction had been issued. Ground then issued a conflicting clearance to turn right on Delta and hold... | 13procedure | 1,312,716 |
During descent into the destination, the aircraft encountered an unexpected severe turbulence event that produced a violent vertical jolt, lifting crew members and passengers abruptly. The turbulence caused a flight attendant to be thrown to the cabin floor, resulting in a twisted and broken right ankle after being tra... | 16weather | 1,269,125 |
During the pre‑flight briefing for the RNAV departure SNSHN2 from Ontario runway 08L, the crew identified a NOTAM containing four speed‑related modifications that conflicted with each other, leading to differing interpretations between the captain and first officer. The first officer read the NOTAM as permitting a 250‑... | 13procedure | 1,514,775 |
Aircraft X reported light rime icing and requested a descent; ATC identified a minimum vectoring altitude of 4,500 feet mean sea level and later reduced it to 3,700 feet mean sea level, but the aircraft lacked de‑icing equipment and continued into freezing conditions while ATC suggested multiple alternate airports. The... | 16weather | 1,639,604 |
While crossing mountains at approximately 5,000 feet mean sea level, an aircraft flying at an assigned altitude of 6,600 feet on the KEFFR3 airway received a traffic advisory/resolution advisory alert when a Bonanza, instructed by air traffic control to climb only 300 feet, entered the same crossing vector and came wit... | 13procedure | 1,283,616 |
Operational manager disregarded COVID-19 social‑distancing instructions by moving freely within the air traffic control room despite briefings that managers should stay clear of controllers and that controllers should avoid covering the CIC desk. The manager also directed the Facility Logistics Manager to open air traf... | 13procedure | 1,739,597 |
During a dual training flight in Aircraft X, the controller instructed the aircraft to rejoin a right downwind opposite the normal direction, placing it on a converging course with Aircraft Y, which had been cleared to enter midfield right downwind for the same runway. The controller then issued contradictory instructi... | 13procedure | 1,882,407 |
While descending on the ZZZZZ2 Arrival, ATC vectored the aircraft east and held it at 12,000 feet, higher than expected. The flight management computer was programmed for runway XXR, but the captain, distracted by high altitude and COVID‑19 related stress, failed to brief this and did not verify the FMC entry. After ex... | 6environment-nonweatherrelated | 1,736,080 |
Subsets and Splits
No community queries yet
The top public SQL queries from the community will appear here once available.