synopsis stringlengths 89 1.16k | label class label 17
classes | acn int64 1.23M 2.31M |
|---|---|---|
An aircraft departed Oakland International Airport on the CNDEL3 departure and, after climbing to 2,500 feet, executed a left turn to a heading of 200 degrees, positioning it on a head‑on track with aircraft departing San Francisco International Airport; the unsafe turn created an immediate conflict risk, highlighting ... | 13procedure | 1,457,046 |
While climbing through flight level 380 to flight level 400, the crew received a level two alert for low tail fuel pump pressure and followed the Quick Reference Handbook abnormal fuel pump procedure, which restored pump power for only about 30 seconds before the warning reoccurred. At flight level 400, engine number t... | 0aircraft | 1,910,624 |
An aircraft at flight level 390 requested descent to flight level 350; the controller denied the request because another aircraft was at flight level 370 within 3‑4 nautical miles and assigned the requesting aircraft flight level 380. The pilot later reported a pressurisation problem and insisted on descending to fligh... | 0aircraft | 1,915,614 |
During boarding, a passenger repeatedly removed her face mask despite being asked multiple times by a flight attendant to keep it over her nose and mouth, in violation of the airline's face mask policy. The flight attendant reported the non‑compliance to the captain, who authorized a final notice; the passenger again r... | 6environment-nonweatherrelated | 1,774,498 |
While descending to a RNAV runway approach at 12,000 feet, the crew became high and fast because ATC was delayed handling due to other aircraft in icing conditions; the pilots requested a 360-degree turn but were cleared for a visual approach without a vector to reduce altitude. During the turn the pilot flying began a... | 13procedure | 2,065,439 |
While managing aircraft at flight level three thousand five hundred, the controller observed that aircraft X was traveling roughly fifteen knots faster than aircraft Y, which was on a vector to maintain landing spacing at the same altitude. The controller redirected aircraft Y back to its estimated time en route, then ... | 13procedure | 1,682,423 |
On a high‑volume weather‑impacted day, GPS jamming originating from White Sands began at sector XA30, causing aircraft to lose Automatic Dependent Surveillance‑Broadcast and transponder signals and prompting pilots to request frequency changes. Controllers repeatedly asked their supervisor to initiate a stop‑buzzer to ... | 5companypolicy | 2,105,330 |
During a training session, the controller cleared Aircraft X and Aircraft Y for separate routes along the R193 refueling track, instructing Aircraft Y to squawk and maintain 13,000 feet. After issuing the clearances, Aircraft Y reported an unexpected intruder on a northerly track at the same altitude, prompting a right... | 8humanfactors | 1,948,678 |
During maintenance on the number one engine, a lift stand was positioned to open the cowling; when the lift was raised, the stand stalled and surged upward, extending beyond its limit and striking the lower aft cowling, creating a hole. The incident was caused by the lift stand's uncontrolled surge when both the air co... | 7equipment/tooling | 1,527,413 |
Operating under a minimum equipment list, the crew requested and received a gradual descent clearance from New York Center, including a 1,000‑foot lower altitude and permission to cross the initial approach fix 100 feet above the charted altitude. The crew entered the published holding pattern at the initial approach f... | 15staffing | 1,240,217 |
During descent into ZZZ, the captain left the flight deck and an Engine 1 stall warning accompanied by a surging engine noise occurred, causing rapid and repeated increases in Engine 1 exhaust gas temperature that entered the red arc. The crew shut down Engine 1 in flight due to overheating damage, diverted to ZZZ1, co... | 0aircraft | 1,974,792 |
While climbing to flight level 230 after being cleared direct PETTY intersection, the aircraft encountered severe wake turbulence at 18,000 feet caused by insufficient vertical and horizontal separation from a Boeing 777, an ATC spacing error. The turbulence rolled the aircraft about 20 degrees left and right, disconne... | 13procedure | 1,457,222 |
While the aircraft was on final approach to the instrument landing system, the flight attendant reported that the seat belt sign and associated chime were not operating despite the captain's attempts to activate it. Investigation revealed that the seat belt and lavatory smoke circuit breakers were found out of position... | 13procedure | 1,592,036 |
During a sector handoff, the relieving controller observed that the En Route Decision Support Tool displayed a dense traffic picture, including multiple military operations and VFR flight‑following targets. While attempting to coordinate a point‑out for a departing aircraft, the controller noticed a VFR aircraft positi... | 8humanfactors | 2,233,551 |
During takeoff in clear visual meteorological conditions with a light tailwind, the gyroplane experienced side gusts that produced two audible pop events, after which severe vibration occurred and the engine rpm dropped to zero. The vibration caused delamination and loss of a composite propeller blade at the flange int... | 0aircraft | 2,255,904 |
Four technicians performed a number one tire and wheel assembly change on a Boeing 767; during re‑installation the original inner wheel bearing and seal were removed, and the inner wheel spacer was unintentionally left out of the assembly. The new tire was installed without the spacer, and the axle nut was torqued acco... | 8humanfactors | 1,988,684 |
At Boston Logan International Airport a new deicing procedure required aircraft to push back partially from the gate and perform deicing while still at the gate. This approach tied up gate space, ground tugs, and personnel for the duration of the deicing, causing a substantial backlog of aircraft awaiting gates and res... | 13procedure | 1,614,984 |
While inbound 20 nautical miles southwest of Robbinsville Airport at 10,000 feet and 305 knots, the crew received an air traffic control clearance to descend to 7,000 feet and maintain their current speed until instructed to slow. The aircraft descended at the authorized speed of 305 knots despite the regulatory speed ... | 13procedure | 1,691,566 |
Oakland Center issued a late descent clearance that was later changed to a descend and maintain 16,000 feet at the PNNEN fix, which conflicted with the published altitude restrictions. The pilots interpreted this as a simple maintain clearance and deleted the preceding fix altitudes, resulting in an ambiguous descend‑v... | 13procedure | 1,376,942 |
The ramp personnel failed to deliver the required dangerous goods paperwork for position XXR and delivered paperwork intended for XYL labeled as XZL, resulting in a delay of several minutes while the correct documents were obtained; no cross‑check of the paperwork was performed before issuing it to the aircraft. | 8humanfactors | 2,101,040 |
After push back and start, the crew received taxi instructions to runway 18C, then a heading of 190 degrees and takeoff clearance from the tower. Shortly after takeoff the pilot monitoring contacted departure control and was instructed to turn to heading 240, which they complied with before the tower had issued the req... | 13procedure | 1,413,722 |
During the third flight of the day, the crew was cleared from a RNAV Arrival to a series of step‑down clearances and then instructed to expect a RNAV Visual Approach, which they loaded below 10,000 feet. While the Pilot Monitoring searched for the visual approach fix, the Approach Controller cleared the aircraft to a p... | 13procedure | 1,763,302 |
While taxiing a tailwheel biplane onto runway 20R at John Wayne Airport, the pilot applied minimal power and held the elevator fully aft. Shortly after crossing the runway edge line, a sudden wind gust caused the tail to lift despite level wings, the propeller struck the runway and the aircraft nose‑overed and came to ... | 6environment-nonweatherrelated | 1,394,544 |
An internal audit of the airline's Automated Information Management System revealed that the system, which governs compliance with three Federal Aviation Administration rest regulations, had been disabled, resulting in the crew being potentially out of compliance with 14 Code of Federal Regulations Part 121.483. The co... | 5companypolicy | 1,679,261 |
During taxi to the International Terminal, the crew was instructed by Ground Control to taxi via Taxiway V and V7 directly to the ramp, without being told that entry onto Runway 22 Left required a separate clearance. The Jepp Flight Director Pro moving map incorrectly displayed hold‑short bars on taxiways under constru... | 4chartorpublication | 2,249,028 |
During departure from runway XX at airport ZZZZ, the pilot monitoring confirmed the captain had reviewed the departure procedure, but at 400 feet above ground the captain initiated a right turn contrary to the required left turn, citing GPS guidance. The aircraft entered a right turn toward mountainous terrain, trigger... | 8humanfactors | 2,054,219 |
During a flight to Denver, the crew was twice instructed by air traffic control, through the Traffic Management Unit, to reroute to a different arrival fix and standard terminal arrival route, causing a 12‑20 minute delay and an additional fuel burn of 1,100 to 2,000 pounds. After programming the new route into the fli... | 13procedure | 1,365,854 |
During the takeoff roll, the first officer's seat became unlatched in the horizontal axis, causing the first officer to slide aft; the pilot monitoring assumed control and centered the aircraft on the runway until the first officer could regain control. The seat lock mechanism was not properly engaged, indicating a pos... | 8humanfactors | 1,831,345 |
During an en‑route flight to Las Vegas, the flight service specialist observed a thunderstorm moving toward the airport and advised the crew to divert to the designated alternate airport. The captain reported that air traffic control had indicated the weather system would be 15 minutes away, so he continued to Las Vega... | 16weather | 1,439,723 |
Pilots reported that COVID-19 caused crew quarantines, hospitalizations, and a shortage of instructors, disrupting training schedules and risking pilot currency. They questioned whether the Union and the airline would pause operations for an additional month, seek clarification on the vaccination rollout timetable, vac... | 5companypolicy | 1,776,162 |
During taxi, a damaged orange cone that had been placed in front of the right engine detached from its base and was ingested while the engine was idling awaiting external power, prompting a foreign object debris inspection of the engine. | 13procedure | 1,895,340 |
After a heavy maintenance visit that involved replacement of multiple rudder hinge fittings, removal of both elevators, replacement of two elevator servos and one aileron servo, the aircraft was released for revenue service without completing the required functional check flight. Management pressure to meet estimated r... | 5companypolicy | 1,686,933 |
During run‑up the engine showed no signs of roughness and performed normally on takeoff. While climbing on the VFR departure, engine revolutions per minute fell to about 2000 and the engine began to run rough, further decreasing to 1900 RPM as the aircraft entered Class Bravo airspace. The pilot reported the condition ... | 0aircraft | 2,159,120 |
After switching to a different aircraft due to loss of ACARS communication, the crew noted a Minimum Equipment List item for the fuel monitoring system and continued with the right‑side fuel pressure indication active. Shortly before pushback the right‑side fuel quantity readout failed, but maintenance personnel and Ma... | 12mel | 1,682,250 |
Upon arrival at Boston Logan International Airport the crew member was randomly selected for secondary security screening and directed to the Transportation Security Administration pre‑check lane, where approximately 45 passengers were already queued. After the crew member's luggage was X‑ray scanned, a food bag was re... | 13procedure | 1,680,515 |
An employee was struck by lightning while working on the ramp because the company failed to close the ramp promptly, exposing personnel to weather hazards. This is the second occurrence, and company management repeatedly declined to implement timely ramp closure despite prior warnings, prioritizing aircraft servicing o... | 5companypolicy | 1,380,524 |
While managing local control and controller-in-charge duties, the controller missed an initial check‑in from Aircraft Z approximately 50 seconds before a conflict arose. A conflict alert triggered when Aircraft Z was on a 5‑nautical‑mile final and a VFR aircraft less than one mile northeast appeared, but the altitude o... | 2airspacestructure | 2,116,410 |
During pre‑takeoff, the original flight crew observed an engine oil leak on Aircraft X ZZZ‑ZZZ1 and reported it to the captain. A ramp and cargo manager, lacking the required certification, inspected both engines on the taxiway and verbally cleared the aircraft for departure, despite an existing directive to return to ... | 13procedure | 1,968,242 |
During the approach to XXC, the crew reduced speed to the assigned 210 knots and selected flap setting one; turbulence caused the aircraft to exceed the flap extension speed limit by one knot. | 6environment-nonweatherrelated | 1,903,103 |
While cruising westbound at flight level 360 approaching the KITOK intersection, the crew observed ADS‑B OUT status messages, a terrain position message, and experienced degraded VHF communications with Egyptian controllers due to frequency interference. The aircraft unexpectedly entered a left bank, prompting a headin... | 0aircraft | 2,116,530 |
The Aircraft Operations Manual for scimitar‑equipped aircraft limits crosswind landings to 35 knots but warns that bank angles above 8.8 degrees will cause the lower ventral strake to strike the ground, prohibiting the wing‑low sideslip technique when crosswinds exceed 15 knots. The manual provides no alternative cross... | 5companypolicy | 1,398,895 |
While cruising at flight level 320, the crew heard a loud bang and felt aircraft shuddering as engine number two failed, indicated by an Engine 2 OUT message on the engine indication and crew alerting that the number two thrust lever was unresponsive. The autopilot disengaged and the aircraft yawned toward the inoperat... | 0aircraft | 2,192,807 |
The report identifies that the special engine‑out approach uses two different very high frequency omnidirectional radio range stations, creating ambiguity in preflight planning and during the approach; pilots may select the wrong VOR frequency and misidentify the critical 13 nautical mile distance point, especially if ... | 4chartorpublication | 2,256,027 |
An MQ-9 unmanned aircraft remained in flight for approximately one hour without pilot control after the ground control station evacuated due to approaching thunderstorms, rather than directing the aircraft to return to the airport for landing; the mission was resumed once the station was re‑manned despite continued thu... | 16weather | 1,537,607 |
While managing a four‑aircraft arrival sequence, Local Control initially cleared the fourth aircraft to break the approach at about two miles final and also instructed the departing aircraft to turn east, creating a conflict; the controller then instructed the fourth aircraft to break, but the aircraft broke directly o... | 13procedure | 1,447,851 |
While supervising the terminal radar approach control, the controller observed that Aircraft X was vectored around runway 8L by Local Controller 1 because an aircraft remained on the runway, and Local Controller 2 was simultaneously handling a departure from a parallel runway. Coordination between the two locals result... | 5companypolicy | 1,473,209 |
During final approach the pilot selected a second notch of flaps and unintentionally engaged the autopilot hold‑heading function by pressing the adjacent small autopilot switch. The engaged autopilot, which does not control altitude, caused a left roll and a binding feeling in the control yoke, leading the pilot to sus... | 8humanfactors | 2,133,283 |
After takeoff from Manassas, the crew climbed on the ARSN L4 departure and at 1,100 feet intercepted the course to the GADZI intersection when the traffic advisory system displayed a same‑altitude aircraft on a collision course. The pilot verbally warned the other pilot, took control, and executed a left dive to avoid ... | 13procedure | 1,361,508 |
While instructing a student on departure from Runway 23 at Monroe Airport, the aircraft completed visual runway clearance, rotated at 60 knots and began climb when a second small aircraft was observed climbing from the opposite runway, creating an imminent collision. The flight crew executed a right turn of approximate... | 6environment-nonweatherrelated | 1,768,597 |
The pilot departed ZZZ1, performed a series of maneuvers, then practiced power‑off 180‑degree turns at airport ZZZ. During the final power‑off 180, a side‑slip was used to lose altitude, resulting in a ground‑effect bounce at 71 knots on runway XX; subsequent attempts to go around caused multiple high bounces, damage t... | 8humanfactors | 2,125,164 |
After departing runway with flaps set to five degrees, the captain requested flaps one and attempted to use the electric trim switch, but the left yoke stabilizer trim failed and the first officer’s trim switch also did not work. The crew ran the Quick Reference Handbook procedure for stabilizer trim inoperative, but m... | 13procedure | 1,740,617 |
During descent the aircraft was approximately 900 feet lower than intended, prompting the controller to query the crew's altitude. The crew, occupied with briefing the approach, failed to notice the low altitude because the aircraft lacked an altitude‑capture autopilot mode and the altitude alerter was set to a volume ... | 8humanfactors | 1,857,829 |
During an inspection, missing and delaminating protective coating was found on both engine nose spinners, with a small area absent on the right-hand engine and a 3 by 12‑inch strip missing on the left-hand engine, leaving loose material that could separate and be ingested by the engines. The manufacturer’s continue‑to‑... | 13procedure | 1,598,948 |
During a recurrent formation training flight, the pilot attempted to join his designated lead aircraft but, after initial radio contact, mistakenly identified a different aircraft of the same type that was in the same vicinity and altitude as the intended lead. While closing from the rear, the pilot realized the lead c... | 8humanfactors | 1,740,532 |
While serving as Controller in Charge, the controller performed a quicklook of the busiest sector and observed a minimum safe altitude warning on the display. An aircraft was identified climbing below the minimum instrument flight rules altitude, yet the sector controller handling that flight did not issue a lower alti... | 2airspacestructure | 1,657,206 |
During descent into airport ZZZ the crew requested and were cleared for a Category 2 Instrument Landing System approach to runway XXL because visibility was below the minimums for the originally planned runway. While autoland was engaged, both pilots became distracted looking outside as the aircraft entered visual cond... | 16weather | 1,768,539 |
During the takeoff roll the captain received a wind shear alert, applied the brakes hard instead of rotating, causing an abrupt stop and tire deflation; the crew secured the cabin, assessed no fire or smoke, and all passengers were deplaned safely using stairs and buses. | 16weather | 1,268,493 |
On runway 23 the first officer conducted a visual approach while the captain flew the instrument landing system using the head‑up display; the instrument landing system glidepath indicated the aircraft approximately one dot low compared with the visual approach lighting system, which was high on the glidepath, causing ... | 1airport | 2,268,392 |
During pushback of a newly delivered Boeing 787, the flight crew detected a strong acrid burning smell and a loud whining/grinding noise, which intensified to the point of considering oxygen mask use; simultaneously, the engine indication and crew alerting system displayed a left air-conditioning pack off message, indi... | 0aircraft | 2,253,859 |
The pilot reports being scheduled to operate a redeye flight to George Bush Intercontinental Airport followed by three additional legs with no rest period, resulting in only 3–5 hours of sleep and inadequate meal breaks. The crew experienced fatigue, light‑headedness, and low blood‑sugar symptoms during the subsequent ... | 5companypolicy | 1,242,132 |
During a FLIPR4 arrival to localizer runway 9 at Miami International Airport, the crew encountered large thunderstorms and heavy rain with turbulence, requiring an increased approach speed and clean configuration. While descending through 1,500 feet mean sea level, the first officer extended the landing gear and reques... | 16weather | 1,275,759 |
While cruising at flight level three three zero, the aircraft's equipment smoke warning illuminated and the crew followed the non‑normal procedure, notifying dispatch of a possible diversion. The captain, first officer and dispatch selected airport ZZZ as the nearest suitable destination, requested priority handling an... | 0aircraft | 2,010,499 |
During a flight, the First Officer rapidly entered an altitude change to flight level 39000 on the Mode Control Panel and pressed the altitude intervention button without waiting for the captain to verify the modification, as is common practice among company pilots despite contrary guidance. After the controller cleare... | 8humanfactors | 1,717,383 |
Runway 04 precision approach path indicator lights and runway illumination were inoperative, and the loss of these lighting systems was not published in the notice to airmen. | 1airport | 1,935,911 |
During a demonstration of a wet fog disinfection procedure, the fog entered the forward and aft cabin temperature sensor modules located in the power supply units, causing potential false cabin temperature readings and possible false smoke detector alerts; the sensors are powered from the P6-4 power panel on the 115‑vo... | 13procedure | 1,749,509 |
During a visual approach to runway XX, the crew called on the common traffic advisory frequency while descending. A small aircraft landed ahead of them on runway XX, after which a second small aircraft, without making any radio calls, landed on the opposite runway XY, which was the active runway, due to the slope obscu... | 8humanfactors | 2,229,673 |
During preflight at Newark Liberty International Airport the flight crew loaded the flight management computer with the originally released route and later received a CPDLC departure clearance that altered the standard instrument departure procedure. The pilot manually adjusted the departure procedure to the new runway... | 13procedure | 1,397,077 |
During the final visual approach to runway 26R at Miami International Airport, the flight crew observed a small black drone stationary on their left at 1,000 feet mean sea level and 3 nautical miles from the runway. The crew did not perform any evasive maneuver and immediately reported the sighting to air traffic contr... | 8humanfactors | 1,725,937 |
During a training flight on Runway 22 left, the instructor observed distant lights ahead that were later identified as a descending aircraft on a straight‑in approach to Runway 4 right. The instructor aborted the climb, executed a right turn to avoid a head‑on collision, and contacted tower, which then coordinated with... | 8humanfactors | 1,855,472 |
Two pilots attempted a night visual approach to runway 29 at Newark International Airport using the advertised Stadium Visual procedure, which lacks a night restriction and relies on visual checkpoints that are difficult to identify at low altitude and low visibility. Strong gusty winds required a landing on the short ... | 4chartorpublication | 1,334,677 |
The flight departed with a load report indicating 50 forward passenger bags and 242 pounds of forward cargo, with no aft cargo, but the ramp agent had not yet entered several gate‑checked bags and later provided incorrect electronic data. After landing, a walk‑around revealed five bags and a stroller in the aft cargo a... | 13procedure | 1,528,512 |
While attempting a night landing on a highway landing zone, the crew shifted the helicopter to the right to increase separation from south‑side power lines, causing the main rotor blades to strike tree branches on the north side of the road. The rotor contact was perceived as light with no immediate control feedback, p... | 13procedure | 1,514,838 |
During a busy air traffic control environment, the crew received clearance to expedite descent and were vectored directly to the initial approach fix, a base leg, but did not receive a clear clearance for the RNAV approach. While configuring for the approach, the aircraft was high on the descent profile, leading the pi... | 13procedure | 1,413,626 |
At 32,200 feet during cruise, the autopilot and autothrottle disengaged and the Engine Indicating and Crew Alerting System displayed multiple alerts, including a YD OFF message and a stick shaker indication as the aircraft pitched up; the first officer hand‑flew the aircraft, inadvertently allowing a roughly 1,000‑foot... | 0aircraft | 1,927,750 |
During a low‑ceiling operation, Aircraft X was cleared for an instrument landing system approach to runway 12R but reported loss of the ILS signal and was unable to transition to the required RNAV‑PBN approach, causing the controller to cancel its approach and resequence it for runway 12L. Simultaneously, Aircraft Y, o... | 13procedure | 1,575,043 |
During a solo flight at 6,000 feet in VFR conditions with temperatures near freezing, the pilot encountered rain, sleet, and flurries and requested progressive altitude reductions to 4,000 and then 3,000 feet; at that altitude air traffic control lost radar contact. As precipitation intensified into a small storm cell,... | 16weather | 1,493,219 |
The flight was delayed on the ground for 7 hours and 13 minutes due to weather, causing the crew's duty time to approach the Federal Aviation Regulations maximum of 20 hours. While at the gate, the crew desk informed the attendants that extending duty beyond the international on‑duty maximum of 16 hours 30 minutes woul... | 5companypolicy | 1,267,387 |
The pilot was instructed to taxi to taxiway A, but due to confusing taxiway signage at the intersection of taxiways R, A, and U, the aircraft was mistakenly directed onto taxiway U. The ambiguous signage led to a navigation error during ground movement. | 1airport | 1,953,722 |
The pilot of an RV‑10 received clearance from the ZZZ tower for a runway 14 IFR departure and began climbing through about 200 feet above ground level when the tower issued an immediate traffic alert for converging traffic from the pilot’s left. The pilot did not initially see the other aircraft, but the passenger repo... | 13procedure | 1,751,517 |
A visual flight rules inbound aircraft was instructed by air traffic control to enter a 45-degree turn to the downwind for runway XXR and to follow a Cherokee ahead. The following Archer received the same instruction, cut in front of the inbound aircraft, prompting the pilot to execute a 360-degree turn for spacing; th... | 13procedure | 2,211,159 |
During cruise, an overvoltage warning caused the alternator to trip, leaving the battery in a discharging state. The pilot reset the battery/alternator without success, then shut down all electrical systems, including the transponder and automatic dependent surveillance‑broadcast, to conserve power. While operating wit... | 0aircraft | 2,028,550 |
Severe weather over the CMK sector forced multiple aircraft to deviate from their normal routes, resulting in opposite‑direction traffic and increased climb/descend restrictions. An inexperienced radar controller continued to handle the traffic while the new controller in charge was unaware of the developing conflict, ... | 16weather | 1,458,061 |
After accepting a handoff of Aircraft X descending to 27,000 feet, the controller noted that Aircraft Y was still at 36,000 feet while it should have been at 27,000 feet for its Boston Logan approach. The N56 controller failed to coordinate Aircraft Y's descent or issue a handoff for another aircraft that entered the c... | 13procedure | 1,422,921 |
During a briefing about divert options for thunderstorms near ZZZZ airport, the aircraft entered an unexpected severe turbulence zone in clear air, causing rapid uncommanded rolls, a 2000 ft/min climb, followed by a 1000‑1500 ft/min descent and further rolls while autopilot and autothrottle were engaged; the crew disen... | 16weather | 2,166,630 |
The crew member was potentially exposed to COVID-19 after Flight Attendant G reported Flight Attendant A tested positive and Flight Attendant D later also tested positive; the aircraft had undergone a routine XX‑day disinfection with Product X but cleaning staff, rushed due to a late arrival, failed to perform tray‑tab... | 6environment-nonweatherrelated | 1,766,540 |
A preflight inspection revealed the left main landing gear tire valve stem was inaccessible because the hub cap had been installed in the wrong position, causing a 50‑minute delay while an A&P removed and correctly re‑installed the hub cap and topped off tire pressures per the aircraft flight manual. After completing t... | 0aircraft | 1,785,315 |
During pre‑takeoff, a flight attendant discovered a passenger wearing a small boot on her left foot while stowing luggage, prompting the pilots to pull over and have the passenger reseated. After departure, multiple passengers were non‑compliant with mask requirements; crew members addressed the issues, and an Operatio... | 8humanfactors | 1,763,378 |
After completing the pushback and starting engine No. 2, the crew visually confirmed the red parking brake indicator and brake pressure of 2800 psi and verbally acknowledged that the parking brake was set. When the ground crew announced removal of the by‑pass pin, the aircraft began an uncommanded forward roll because ... | 8humanfactors | 1,778,455 |
Two computer parcels containing lithium‑battery devices arrived with the required dangerous goods lithium battery labels concealed by stickers applied by United States Postal Service personnel. The USPS ramp clerk indicated that if a postal customer claims no dangerous goods, the post office will cover the original lab... | 13procedure | 1,479,819 |
After blocking in at ZZZZ, the crew and passengers were delayed for three hours while undergoing mandatory COVID-19 testing (nasal or throat swabs) and extensive customs paperwork, a process hampered by inadequate pre‑flight passenger assistance and the absence of company representatives to guide the crew. The post‑arr... | 6environment-nonweatherrelated | 1,768,455 |
The pilot was cleared for a left turn out at 500 feet above ground level but mistakenly executed a right turn, then corrected back to the left, placing the aircraft in the departure path of another single‑engine piston aircraft. The pilot did not inform air traffic control of the deviation because the control facility ... | 8humanfactors | 2,020,129 |
The crew could not run the performance lookup program on the aircraft's podium computer and requested a takeoff performance report from dispatch, who emailed a report calculated for a 30 °C temperature. The emailed performance report contained the correct runway, temperature, weight, and aircraft tail number but listed... | 13procedure | 1,289,104 |
After departing from gate ZZZ, the crew activated cowl and wing anti‑ice and continuous ignition due to contaminated ramps, taxiways and runway. During the takeoff roll both wing anti‑ice caution messages illuminated, prompting a rejected takeoff; a wing overheat warning later appeared on the landing roll. Maintenance ... | 13procedure | 2,210,517 |
At the uncontrolled airport SEP Runway 32, tall trees blocked the visual clearing of the base and final approach segments until approximately 500 feet from the runway threshold. Jet and piston aircraft relied on radio communications to separate each other, but because radios are not required for this airport or its air... | 1airport | 2,002,081 |
Aircraft X was cleared to fly via airway V4 from BYI direct to TWF and descended to flight level 100. The tower flight service controller, lacking the complete flight plan, incorrectly instructed the aircraft to proceed toward DRYAD and later authorized a climb to flight level 120, despite the minimum enroute altitude ... | 13procedure | 1,573,208 |
The pilot departed ZZZ with the fuel selector on the right tank, which contained only about one‑quarter fuel, while the left tank held over half. After liftoff at approximately 75–100 feet above ground, the engine lost power due to fuel starvation from the nearly empty right tank. The pilot performed an emergency landi... | 8humanfactors | 2,251,800 |
During a training flight the crew switched from runway 27 to runway 9 after wind favored the latter, but after landing on runway 9 they took off and, while departing, came within close proximity of another aircraft on final for runway 27, resulting in a near mid‑air collision; the crew took evasive action and returned ... | 0aircraft | 2,296,719 |
While taxiing on dual taxi lanes, the crew of a company aircraft pushed the airplane to the far taxi line and then to the near line, ending slightly behind and to the right of the reporting aircraft. After the reporting aircraft started engines, completed checklists, disconnected from the tug and received clearance to ... | 13procedure | 1,285,173 |
A passenger standing in the aisle ignited a backpack containing multiple lithium‑ion batteries, chargers, and vaping devices, causing smoke and a smoldering fire. Flight attendants and a deadheading pilot responded by deploying a fire containment bag, applying halon extinguishing agent, and using water transferred via ... | 8humanfactors | 1,877,898 |
During the initial climb, the aircraft lost both Global Positioning System signals for approximately seven minutes beginning near the ZZZZZ intersection, and a transponder failure indication was displayed, though neither loss affected aircraft operation. | 0aircraft | 2,301,823 |
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