synopsis stringlengths 89 1.16k | label class label 17
classes | acn int64 1.23M 2.31M |
|---|---|---|
After takeoff the aircraft experienced a landing gear malfunction, necessitating a return to the departure airport and causing a passenger delay. Upon deplaning, a verbal confrontation erupted between two passengers in the first row, triggered by one passenger's rude inquiry about the arrival time; the other passenger ... | 8humanfactors | 1,769,773 |
After departing Runway 32 at airport ZZZ, the crew was cleared for takeoff and instructed to turn left to heading 280 to maintain separation from a single‑engine Cessna that had departed ahead. While climbing to the assigned 2,000 feet, air traffic control directed a hard right turn to heading 360 and climb to 10,000 f... | 13procedure | 1,744,159 |
During the takeoff roll on runway 01, the tower controller cleared another aircraft for takeoff from the intersecting runway 10 at intersection D, creating a potential runway conflict. The crew had to interrupt the takeoff performance setup, locate intersection D on navigation charts, and confirm they had passed the co... | 13procedure | 1,310,430 |
During a flight at flight level 450, the instructor/mentor pilot, acting as pilot flying, briefed the pilot in training about deteriorating weather with convective cells toping at flight level 400 and severe weather at the arrival airport. Although air traffic control cleared the aircraft to descend, the crew requested... | 16weather | 1,481,209 |
The crew briefed an hourly automatic terminal information service that was less than 40 minutes old and entered the RNAV arrival for runway 36R, including the southern transition, into the flight management system. Memphis Center later cleared the aircraft to descend via the Bluzz One arrival using a landing south tran... | 13procedure | 1,414,574 |
The aircraft arrived at Dallas/Fort Worth International Airport with its auxiliary power unit inoperative, requiring external air for cooling. Ground personnel connected the jet bridge air supply five minutes after arrival but failed to activate it, then repeatedly disconnected and reconnected a portable air cart whose... | 5companypolicy | 1,670,557 |
While on approach to runway XXL, the crew was vectored to 4,000 feet and cleared visual, then selected flaps 10 and attempted to engage vertical navigation; however, the required EXEC command was not selected due to distraction during clearance read‑back, leaving vertical navigation unavailable. The aircraft entered a ... | 8humanfactors | 2,176,075 |
Safety Air Traffic Control removed the Standard Instrument Departure for Aircraft X at the moment of its proposed departure without verbal coordination, violating paragraph 2-2-11.c; this removal of the TAFOY2 Standard Instrument Departure and direct routing to TURKI increased the minimum initial release altitude from ... | 13procedure | 1,286,001 |
The crew departed ZZZ1 for ZZZ despite known tail‑wind limitations and conflicting weather forecasts, holding and performing multiple missed approaches before attempting an instrument landing system approach to runway XX. During the final segment, the captain increased the descent rate after breaking out of clouds, cau... | 8humanfactors | 2,293,409 |
While cruising at flight level 410, the flight crew visually identified an unexpected weather balloon at the same altitude, passing within approximately 200 feet of the left wing; the traffic collision avoidance system did not detect the balloon. No evasive maneuver was required, and the crew confirmed the balloon was ... | 8humanfactors | 1,986,263 |
A flight attendant blocked the jumpseat area with a curtain and locked the rear lavatory, placing an out‑of‑service sticker on the door, claiming personal discomfort being near passengers. When another crew member instructed that the lavatory could only be locked for wheelchair passenger use, the flight attendant refus... | 8humanfactors | 1,754,082 |
During a routine solo flight, the pilot relied on the control tower to provide separation from wake turbulence and encountered wake turbulence on final approach, which displaced the aircraft off the runway heading and led the pilot to execute a go‑around due to an unstable approach. | 6environment-nonweatherrelated | 1,857,879 |
The flight crew taxied to the deicing area on Taxiway J as instructed by Ground Control, but misjudged the position of a parked deicing truck whose bucket boom extended beyond the yellow pad line; the aircraft’s wingtip struck the boom, causing the winglet to separate. The crew had not received the vendor’s specific ta... | 13procedure | 1,511,898 |
During an instrument landing system approach in instrument meteorological conditions with 1 statute‑mile visibility and an overcast ceiling, the crew executed a go‑around after receiving no runway contact; the captain selected thrust‑on‑go and set flaps to 9, but as flaps retracted from 45° to 9° the enhanced ground pr... | 8humanfactors | 2,016,686 |
While on final approach to ZZZ in visual flight rules conditions, the pilot experienced an engine power loss after completing two S‑turns for spacing authorized by air traffic control. At approximately 800 feet above ground level and 0.25 nautical miles from runway XX, the engine sputtered and the aircraft could not cl... | 0aircraft | 1,845,772 |
During the landing rollout on runway 4 at Sikorsky Memorial Airport, a light airplane crossed directly overhead while making an approach to land on runway 16, a runway that was not being used for the majority of traffic; the pilot’s reason for flying so close to the aircraft in rollout was unknown. | 8humanfactors | 1,765,575 |
During taxi-out, both the Captain and the First Officer detected an oil burning odor emanating from the aircraft. The observation prompted immediate attention to a potential aircraft system or engine issue. | 0aircraft | 1,853,938 |
After takeoff, the tower and Potomac Departure controllers repeatedly asked the crew for their destination and assigned standard instrument departure, indicating confusion about the flight plan. Potomac Departure issued an incorrect eastward vector (heading 060) for a flight to Florida, then a northward turn (heading 3... | 5companypolicy | 1,404,877 |
A passenger boarded after being advised by a customer service agent that a mask was required, yet repeatedly refused to wear one throughout the flight, citing personal beliefs and pretending to eat. Flight attendant repeatedly instructed the passenger and announced mask policy, but the passenger and his spouse continue... | 8humanfactors | 1,752,373 |
The flight departure was delayed by late flight attendants, incomplete fueling, absent baggage handlers, and a passenger misconduct incident, causing multiple distractions for the crew. When fueling finally resumed, only 2,000 pounds were added initially and later additional fuel was loaded, but the two Additional Cent... | 13procedure | 1,516,785 |
During on‑the‑job training to remove a tail stand from an aircraft, the trainee observed that the white Teflon tip detached from the stand and remained affixed to the aircraft. The trainee raised the issue with the trainers, who indicated that such occurrences are becoming more common and that maintenance is normally n... | 13procedure | 1,352,684 |
A ground controller, newly certified and also handling clearance delivery, cleared Aircraft Y to cross runway one nine after scanning radar and believing the runway was clear, and coordinated the crossing with local control. While transmitting the clearance, the local control trainer warned the controller that Aircraft... | 13procedure | 2,177,161 |
The published approach plate for the VOR Runway 10 approach contains a confusing profile that depicts a descent when an aircraft is established to cross the VOR at or above 1,300 feet, and the plan view layout is easily misread, resulting in a common pilot error that has been reported repeatedly. | 4chartorpublication | 1,572,507 |
The ramp lead informed the dispatcher that the flight had only four passengers and therefore could not meet the required fifteen‑bag limit for a UN3373 Biological quick‑pack shipment, prompting a hold‑off of that item while allowing a live human organ shipment without the bag restriction. The dispatcher verified that t... | 6environment-nonweatherrelated | 1,736,927 |
A shipping clerk dispatched a used aircraft component without recognizing it was classified as hazardous material, because the maintenance mechanic had placed the part in a used box on the clerk's desk and the clerk did not conduct the required hazardous material release documentation. The error was attributed to the c... | 13procedure | 1,669,371 |
While preparing a visual flight rules departure from runway 26 at Vancouver‑Lake Airport, the pilot contacted Pearson Advisory, received clearance and a wake‑turbulence warning, and announced the departure on the common traffic advisory frequency. As the aircraft crossed the hold‑short line, the pilot then observed a s... | 8humanfactors | 1,737,570 |
Three days after maintenance replaced the Captain's system annunciator panel, the installed unit was actually a First Officer system annunciator panel with an incorrect light‑cover part. During cruise the center fuel tanks emptied, generating a master caution, but the panel erroneously displayed a 'doors' alert instead... | 13procedure | 1,686,508 |
Aircraft X and Aircraft Y departed Seattle on the same straight‑out departure procedure; Aircraft Y, having a higher climb speed, quickly overtook Aircraft X. Local Control East instructed Aircraft Y to stop at 2,000 feet, but the controller mistakenly assumed the aircraft had been cleared to climb to 2,100 feet becaus... | 13procedure | 1,354,346 |
During a flight dispatch in snow and overcast conditions, a crew member noted that the performance documents did not include an ice accretion penalty for a destination temperature below 10 degrees Celsius and questioned the company's dispatch policy, which stated the penalty applied only from top of descent onward. The... | 4chartorpublication | 1,325,027 |
Due to staffing shortages, the controller managed four visual flight rules aircraft in the 20L traffic pattern and instrument flight rules arrivals and departures on 20R, leading to heavy traffic. Aircraft X, inbound from the east, was instructed to hold east of the airport because the controller could not safely vecto... | 13procedure | 1,266,255 |
Air traffic controllers approved a point‑out for Aircraft X, which then made an unexpected sharp left turn into the departure corridor, intersecting Aircraft Y and the inbound stream to Honolulu International Airport; controllers vectored both aircraft to avoid collision, after which Aircraft X lost radio communication... | 13procedure | 1,465,640 |
While on approximately four‑mile final to runway XX, the flight crew received a Flaps In Transit alert and a stall warning as they selected final flap setting 40 degrees. A go‑around was initiated, QRH procedures were executed, and brake cooling was required due to hot brakes. The aircraft subsequently landed at a high... | 0aircraft | 2,070,021 |
During a student practice landing at the airport, the instructor and student completed a steep spiral descent and a back taxi after a long landing. On the subsequent takeoff from Runway 26, they scanned the airport environment, saw no traffic, and commenced the roll. After rotation, the instructor observed a crop‑duste... | 8humanfactors | 1,921,233 |
During start of the right engine, the ground power unit went offline, aborting the start and prompting the crew to follow the quick reference card for an abnormal start and secure the engine. After removing the ground power unit, the left engine was started on battery power, and after the required wait time the right e... | 11manuals | 1,329,417 |
After a passenger attempted to board with an electronic scooter containing lithium‑ion batteries, the flight crew sought guidance in the flight operations manual while a ramp lead advised removing the batteries and stowing them together in the cargo bin, which conflicted with the manual’s guidance that removable lithiu... | 11manuals | 2,086,923 |
Aircraft X commenced a area navigation approach without ATC clearance, turned toward the airport and entered a conflict zone with aircraft operating on a parallel runway and on the same runway. The controller, having assigned Aircraft X an altitude of 5,000 feet, prevented a collision with multiple aircraft on final ap... | 13procedure | 1,522,689 |
Aircraft X was on a slow descent to the ZZZZZ intersection when ATC instructed the pilot to increase the descent rate; the aircraft complied. While Aircraft Y was climbing on a heading of three hundred degrees, a resolution advisory alert caused Aircraft X to climb, resulting in a loss of separation with Aircraft Y, wh... | 8humanfactors | 1,767,155 |
After landing, the crew were instructed to call the air traffic control facility about a possible pilot deviation because the aircraft crossed the ZZZZZ waypoint on the RNAV Arrival at 8,700 feet, exceeding the published altitude restriction of 8,000 feet. The crew argued they had complied with all crossing restriction... | 2airspacestructure | 1,406,651 |
During initial arrival descent, the pilots were vector‑cleared and given an ambiguous “descend via” clearance that they interpreted according to their manufacturer’s training, while the Canadian controller applied a recent ICAO phraseology change requiring descent to the specific altitude cleared by ATC. This mismatch ... | 13procedure | 1,446,036 |
Maintenance personnel started the number two engine while the aircraft was at the gate, but they did not inform ramp traffic that the engine was running, and they worked around the rotating engine while wearing hats, without securing loose items that could be drawn into the engine. | 13procedure | 1,348,269 |
While executing a right turn to return to the airport, the aircraft's left engine lost power and shut down; the pilot feathered the propeller and continued to the airport, completing an uneventful landing with no injuries or damage. The pilot attributed the engine failure to fuel starvation, having mistakenly considere... | 8humanfactors | 1,760,269 |
During the final landing phase at ZZZ on runway XXL, the pilot touched down approximately 800 feet beyond the runway threshold and slightly left of centerline; a strong right‑to‑left crosswind gust then forced the aircraft onto the grass for about 10 feet. The aircraft returned to the runway, where the left main landin... | 16weather | 1,694,773 |
During poor visibility and wind‑shear conditions, inbound helicopters were vectored south of the VFR arrival route to avoid clouds and remained close to the final approach path for Runway 8. The trainee controller announced the helicopter traffic to Aircraft X at 10 nautical miles but failed to provide updated position... | 13procedure | 1,683,268 |
During preservation maintenance, both number 1 and number 2 engines were started while their main oil tanks were empty and the main accessory gearboxes were drained of oil. The lack of oil eliminated lubrication for critical bearings, thrust bearings, and pumps, exposing them to excessive heat and potential damage. No ... | 13procedure | 1,744,433 |
The aircraft maintenance task NEF 52-40c requires verification of the metallic speed tape integrity before each departure, but the procedure is confusing and most maintenance technicians are not recording this verification in the aircraft logbook. Because the Action Taken entry is missing, the Maintenance Hold cannot b... | 13procedure | 1,766,071 |
During pre‑flight entry, both the pilot and first officer detected a strong musty odor in the cabin and flight deck, which a cleaning crew member confirmed had been reported by the previous crew. The aircraft logbook contained a prior entry by the captain indicating the odor and a refusal to operate the aircraft for sa... | 0aircraft | 1,825,729 |
After the aircraft was returned from the maintenance hangar with the auxiliary power unit and environmental control system packs operating, the first officer and flight attendants reported a fume event and mental haziness while boarding via the jet bridge. Both the gate agent and the pilot corroborated the presence of ... | 0aircraft | 1,958,067 |
The flight was cleared for the SERFR1 RNAV Standard Terminal Arrival Route, then instructed to transition to the Quiet Bridge runway 28R approach at San Francisco International Airport, which required a different crossing altitude at the MENLO waypoint (5,000 feet versus 4,000 feet on the SERFR1 arrival). The crew repo... | 4chartorpublication | 1,251,890 |
During a snowstorm the aircraft landed on a short runway whose surface was contaminated with ice and unplowed snow, resulting in nil braking action despite autobrakes, full reverse thrust, and maximum manual braking; the reverse thrust was difficult to deploy and created blowing snow. The aircraft slid past the runway ... | 16weather | 1,321,342 |
Bristol Federal Aviation Administration radar failed to detect the aircraft's transponder, preventing radar-based tracking; the controller offered a non‑radar route or IFR cancellation, the pilot chose to cancel instrument flight rules, and the controller resorted to primary radar target monitoring. The incident highli... | 3atcequipment/navfacility/buildings | 1,292,549 |
During the final leg of flight XXXX on a 737, the flight crew completed door arming and cross‑check procedures at the gate, but after aborting the initial takeoff at 80 knots the captain announced that a door handle had "flown up" and instructed a flight attendant to hold the handle during a second takeoff attempt. Pas... | 0aircraft | 2,193,751 |
During ascent to cruise altitude, a passenger seated in the outboard jumpseat on the left side was positioned opposite a meal cart on which a dry ice packet had been placed at eye level. The dry ice packet ruptured, causing fragments to be propelled into the passenger's right eye. The incident resulted from the unsafe ... | 7equipment/tooling | 1,326,784 |
After departing and climbing to 500 feet above mean sea level, a bird entered the aircraft through the right front window, striking the pilot and the two front passengers. The impact shattered the Plexiglass windshield, creating a 20‑by‑24‑inch opening and causing minor injuries to a passenger who was bleeding from a c... | 6environment-nonweatherrelated | 1,566,629 |
During preflight, the crew observed a rapid drop in oxygen system pressure that partially recovered by about 20 pounds per square inch, indicating the oxygen valve was not fully open; a maintenance mechanic later confirmed the valve was nearly closed, highlighting a deficiency in pilot awareness of pressure recovery as... | 13procedure | 1,394,107 |
During the annual inspection, an assumption that both engines required identical inspections led to the left‑hand engine's mandatory part‑3 inspection (removal and internal gear inspection of the starter adapter assembly) being omitted, while the work order incorrectly recorded its completion; the error was later disco... | 13procedure | 1,880,702 |
After completing the pre‑taxi checklist the first officer requested taxi clearance and was cleared by ground control to taxi to runway 8R via Alpha. While approaching the end of runway 8L the first officer questioned the clearance, believing they should hold short of runway 8L, but the captain accepted the clearance an... | 13procedure | 1,685,378 |
During a weather‑related split of three ATOP sectors, two significant meteorological information messages were placed in the supervisor queue but the certified supervisor did not notice them, resulting in delayed entry and failure to deactivate outdated messages, so multiple overlapping SIGMETs remained active. The omi... | 16weather | 1,283,394 |
During a training session, increasing traffic volume and westward weather forcing route deviations caused the sector to become overloaded, with the Enroute Decision Support Tool displaying a full page of aircraft and the Aircraft List reaching 54 aircraft at peak; despite adding an extra monitor and two additional cont... | 5companypolicy | 1,665,892 |
During climb at approximately 4,000 to 5,000 feet mean sea level, the flight crew heard a bang and vibration originating from the left side of the aircraft behind the cockpit. The flight attendant confirmed a loud noise in the left side of First Class, while engine instruments showed normal parameters. The crew reduced... | 6environment-nonweatherrelated | 1,553,990 |
During an instrument flight rules cross‑country trip, the pilot switched the left engine fuel selector from the left inboard tank to the left outboard tank because the outboard gauge appeared higher, but the outboard tank was nearly empty, causing fuel starvation and a left‑engine surge with a yawing motion and a clank... | 8humanfactors | 2,247,285 |
During takeoff, at approximately 400 feet above ground level, the aircraft's engine sputtered and lost power, then recovered partially, allowing the pilot to execute a 180-degree turn and return to the departure runway. | 0aircraft | 2,075,769 |
During climb after departure, the aircraft encountered a flock of birds at about 3,000 feet and 250 knots, resulting in a large vibration and noise from the left engine and a dent in the engine cowling with fan blade damage, though no engine malfunction messages appeared on the electronic centralised aircraft monitor. ... | 6environment-nonweatherrelated | 1,609,054 |
During initial climb after takeoff from runway XXR, the aircraft suffered a bird strike on the number one engine at approximately 500 feet above ground, causing the engine to roll back and experience 4 to 6 compressor stalls. The flight crew reduced the engine thrust to about 60 percent, which eliminated the stalls, an... | 6environment-nonweatherrelated | 2,033,094 |
After passing 3,000 feet on departure, the crew accelerated and were cleared by air traffic control to climb to 14,000 feet on the HHERO 3 departure, but a traffic advisory at 9 o'clock and 9,000 feet caused them to search outside the cockpit, delaying further action. While climbing through 9,500 feet the crew observed... | 13procedure | 1,695,483 |
During a mission flight at flight level three nine thousand, the crew encountered a line of storms and entered moderate to severe turbulence with heavy precipitation, causing a rapid loss of approximately 1,300 feet in three seconds and a decrease in airspeed to Mach 0.73. The pilot applied maximum thrust, climbed to f... | 16weather | 1,745,628 |
During a static takeoff, the crew received an engine two fuel low pressure warning before reaching 80 knots and aborted the takeoff. Investigation revealed that the maintenance placard indicating the inoperative fuel pump was incorrectly placed on the opposite pump, causing the crew to select the shut‑down pump. After ... | 8humanfactors | 2,171,848 |
The pilot landed on a runway reported as dry (field condition 5/5/5) with thin snow but observed an all‑white, slick surface; after touchdown with auto brake setting three, manual brake pressure produced only gradual deceleration, prompting a medium braking report to tower and dispatch, while a subsequent aircraft repo... | 16weather | 1,421,267 |
While cruising, Aircraft Y requested a descent due to a pressurisation problem and asked to be lowered to 10,000 feet. Air traffic control instructed the aircraft to remain at flight level three hundred forty and to wait for further clearance. The crew repeated the request, but the controller continued to hold the airc... | 8humanfactors | 1,945,549 |
A UAV departed Berlin Brandenburg Airport and climbed to flight level 190 as filed. While executing an unsolicited left turn at approximately flight level 140, the controller approved the maneuver but did not repeat the required altitude, and later approved a further climb request without restating the altitude to main... | 13procedure | 1,280,786 |
After takeoff the aircraft’s landing gear air/ground sensor failed, triggering an engine indication and crew alert system indication of LG AIR/GND FAIL. The flight crew executed the prescribed corrective procedure, which was ineffective, and subsequently performed an immediate return to the departure airport for an une... | 0aircraft | 2,200,461 |
During a Part 91 maintenance flight, an amber Runway Undershoot Decision (RUD) Fail Safe Value alert appeared on the airspeed indicator after landing, prompting two aborted takeoffs at approximately 40–50 knots. The crew powered down and restarted the aircraft twice, temporarily clearing the alert, but it recurred unti... | 0aircraft | 1,889,558 |
While cruising at flight level 300, the crew entered a large weather cell that produced moderate turbulence, updrafts and downdrafts, causing the aircraft to climb unintentionally to flight level 302 and then lose altitude to flight level 290. The autopilot could not maintain airspeed and entered Alpha Protection, afte... | 16weather | 2,072,217 |
While being vectored onto a localizer approach, the pilots read back an ATC clearance to descend from 6,000 feet to 5,000 feet and complied, believing they had visual separation from terrain; ATC later instructed them to climb to 5,700 feet because they were below the vectoring altitude for that fix, then cleared them ... | 13procedure | 1,977,720 |
An aircraft diverted to ZZZZ was overweight on landing and required a repetitive maintenance inspection before departure, but no approved maintenance provider was present at ZZZZ. Management pressured staff to dispatch the aircraft before completing the required Provisional Approval form and obtaining a properly signed... | 5companypolicy | 1,457,583 |
After landing, the left engine could not be shut down using the engine start switch, so the crew used the engine fire handle, causing the engine to flame out once the pylon fuel was exhausted. The crew entered a maintenance item in the electronic logbook, suspecting a fault with the engine start switch or the high pres... | 13procedure | 1,614,931 |
The pilot, operating a Mooney aircraft not equipped for flight into known icing, departed after obtaining a weather briefing that indicated an icing advisory and believed he could remain below clouds and then climb in visual meteorological conditions; however, the actual cloud base was lower and more extensive, resulti... | 16weather | 1,584,211 |
After landing on Runway XX, the pilot was instructed to taxi via taxiway Kilo to the ramp but mistakenly turned right onto taxiway Bravo instead of staying on Kilo. The tower contacted the pilot, issued corrected taxi instructions to use taxiway Bravo, Alpha, and Hotel to reach the ramp, and the pilot complied without ... | 8humanfactors | 1,855,480 |
While attempting to avoid a line of thunderstorms, the crew diverted from an instrument landing system approach to runway 31 and elected to approach runway 13 via a hole offered by ATC. The crew misinterpreted a notice to airmen stating the instrument landing system for runway 13 glideslope was unusable as indicating o... | 4chartorpublication | 1,369,992 |
The pilot departed Vandenberg Base on runway 36 with wind from 040‑050 degrees, announcing the departure on CTAF frequency 122.975. Two inbound aircraft, broadcasting on the same CTAF, mistakenly announced intentions to land on runway 18 and failed to monitor the automated weather observation system, leading to a near‑... | 8humanfactors | 2,090,065 |
Aircraft X, after departing runway 26 Right, executed a right downwind turn and cut southeast to avoid Class C airspace as depicted on the aeronautical charts. The chart depiction caused the aircraft to intersect the instrument landing system final approach traffic for runway 26 Right at the same altitude, while the IL... | 4chartorpublication | 1,440,237 |
During a practice traffic pattern, the instructor and student were climbing a left turn from crosswind to downwind at approximately 900 feet above ground when the engine sputtered and RPM dropped sharply to about 1,500. Despite applying full throttle and executing emergency memory items, engine power could not be resto... | 0aircraft | 2,164,773 |
During a part 135 departure from ZZZZ on runway 14, the flight crew received a takeoff clearance from tower while a medium‑transport aircraft was cleared by ground control to cross runway 14 at intersection Lima, about 9,000 feet from the threshold. As the aircraft accelerated past V1, the crew observed the crossing ai... | 8humanfactors | 1,780,384 |
During a visual meteorological conditions approach and landing, the first officer reduced thrust at approximately 50 feet and began a flare that was slightly higher and slower than normal, resulting in a firm touchdown with the nose wheel contacting the runway and normal spoiler deployment and reverse thrust. The capta... | 13procedure | 1,291,328 |
During descent into Charlotte Douglas International Airport, the pilot received an Aircraft Communications Addressing and Reporting System message attempting to assign additional flight duty while the aircraft was executing the CHESLY 3 RNAV arrival, creating a significant distraction. The pilot did not acknowledge the... | 5companypolicy | 1,565,854 |
An air traffic controller cleared a Cessna 172 on an instrument flight rules arrival to a non‑towered airport at 6,000 feet, the minimum IFR altitude, despite nearby reports of scattered clouds and potential low‑level turbulence. The aircraft’s Mode C altitude intermittently varied between 5,800 and 6,200 feet, and a s... | 8humanfactors | 1,742,330 |
Company pilots frequently taxi larger aircraft onto Taxiway Echo segment E3 without air traffic control clearance, assuming it is permissible when runway 31C may be assigned for takeoff. This practice leaves the aircraft positioned across the hold‑short markings for runway 31R, violating the runway 31R approach clearan... | 13procedure | 1,417,306 |
During rollout after landing on runway 11, the Buenos Aires airport tower instructed the aircraft to 'hold position' on the runway, a clearance that was unclear and atypical. The crew requested clarification; the tower repeated the instruction but then quickly changed it to exit via runway 17/35 and taxi to the gate, w... | 13procedure | 1,339,284 |
During a runway transition from runway 17 Right to runway 35 Left/Right, traffic management failed to identify the first north‑bound arrivals, resulting in Denver Approach assigning aircraft to both runway 35 Left and runway 35 Right while the opposite‑direction operation (ODO) aircraft on runway 17 Right had not yet c... | 13procedure | 1,256,556 |
When ready for pushback, the flight was unable to obtain a clearance from Washington National Airport ground control for approximately 20 minutes because a high volume of aircraft were simultaneously requesting clearances on the same radio frequency, and the controller prioritized inbound and outbound taxiing aircraft.... | 15staffing | 1,530,940 |
The pilot monitoring recognized that they did not adequately monitor the aircraft's descent and failed to remind the pilot flying of the required altitude restriction of 10,000 feet, resulting in non‑compliance with the altitude limit for Class Bravo airspace; the report also notes that the absence of waypoints with em... | 4chartorpublication | 1,674,622 |
After landing on runway 27R in rain, the aircraft was cleared to taxiway Z and, at the first right turn, the nose wheel lost traction on a wet, downhill taxiway with newly painted slick markings, causing the airplane to drift toward the edge lights. The captain applied full right tiller and reverse thrust to restore th... | 16weather | 1,833,314 |
A flight attendant reported that a scheduled duty period originally blocked for 12 hours and 10 minutes extended to 12 hours and 28 minutes, including a 3 hour and 20 minute ground sit and a red‑eye flight that continued into the following morning. The attendant experienced progressive fatigue, loss of concentration, a... | 5companypolicy | 1,667,163 |
During a Part 91 departure from ZZZ to ZZZ1, the crew were cleared for takeoff on Runway XXR but aborted the takeoff when the Pilot Flying observed a Boeing 737 that had crossed the hold‑short line at the approach end of runway YYL and was holding just short of the runway. Air traffic control cancelled the original tak... | 1airport | 1,934,630 |
While ascending near a cliff to prepare for landing, the hot-air balloon encountered a rotor or unexpected wind that forced the basket into an abrupt landing, causing minor damage to the wicker basket but no injuries; maintaining altitude longer to avoid the turbulent air over the cliff would have prevented the inciden... | 16weather | 2,172,162 |
After a self‑parked arrival with the ramp closed, the parking brake was set but no wheel chocks were placed; an ECAM hot‑brake warning led the first officer to release the brake to cool the brakes, mistakenly assuming the wheels were chocked. The aircraft then rolled backward until stopped inches from the jet bridge, c... | 5companypolicy | 1,381,302 |
Increasing winds prompted a runway change to Runway 12 and an opposite‑direction practice approach to Runway 30 Right, which was approved while Aircraft X was on final for Runway 12 Left and Aircraft Y began its final for Runway 30 Right. During a controller handoff the new controller cleared Aircraft Y to continue wit... | 13procedure | 1,366,104 |
During a touch-and-go training sequence on runway 25 at Orlando Executive Airport, the instructor and student in Aircraft X were cleared for the pattern while a faster Aircraft Y was also operating in the same pattern. Miscommunication occurred when Tower's transmission to extend upwind was mistakenly heard as intended... | 8humanfactors | 1,778,822 |
After receiving a taxi clearance to hold short of taxiway 3, the crew was instructed by tower to line up and wait on runway XXC while monitoring tower frequency. Upon moving onto taxiway 2, tower verbally indicated that traffic on taxiway 3 would give way, but did not specify the position of the approaching aircraft. A... | 8humanfactors | 2,122,846 |
During an instrument approach in instrument meteorological conditions with light to moderate rain and heavy traffic, the pilot received an unfamiliar instruction to "maintain best forward speed" and, without clarification, continued at a higher-than‑normal airspeed. The excessive speed prevented glideslope capture, lea... | 8humanfactors | 1,836,824 |
After a sheared gear pin required a block turn back, the flight crew parked the aircraft and received a stairs‑attached signal; despite the captain’s hand‑signal verification with ground crew that wheel chocks were in place, the chocks had not been installed, so when the captain released the parking brake the aircraft ... | 8humanfactors | 2,133,470 |
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