synopsis stringlengths 89 1.16k | label class label 17
classes | acn int64 1.23M 2.31M |
|---|---|---|
During a published missed approach for a practice VHF omnidirectional range approach at Tucson International Airport runway 11 left, Aircraft Y departed on runway 11 and climbed ahead of Aircraft X, which was executing the missed approach. Aircraft X encountered wake turbulence from Aircraft Y near the VHF omnidirectio... | 13procedure | 1,777,953 |
During flight, the crew member experienced prolonged mask use causing perceived air hunger, sweating, nasal dryness, and subsequent rhinorrhea, with symptoms resolving after exiting the aircraft; the primary concern was hyperventilation and inability to breathe normally while wearing the mask. | 6environment-nonweatherrelated | 1,773,349 |
While inbound on a 050 heading at 2000 feet mean sea level for a visual approach to runway 11, air traffic control reported a traffic conflict at 10 o'clock 2‑3 miles away and then at 12 o'clock less than a mile away. The Traffic Collision Avoidance System issued a resolution advisory to descend, causing the flight cre... | 6environment-nonweatherrelated | 1,489,773 |
During a visual approach to runway 27 at San Diego International Airport, the aircraft passed the final approach fix REEBO at 1,200 feet mean sea level when an unmanned aerial vehicle flew less than 100 feet below the airplane and just to the right of the nose centerline, resulting in a near miss. No evasive maneuver w... | 6environment-nonweatherrelated | 1,470,315 |
The flight dispatch planner assigned dangerous goods to cargo pit 4 and all baggage to pit 3, which was accepted by the loading system, but the system would not allow the flight to be closed; after contacting the load planner, the load planner manually closed the flight on his workstation. When the aircraft returned to... | 14softwareandautomation | 2,033,905 |
While cruising at flight level 350 the crew received a SIGMET for volcanic ash with an estimated top at flight level 200, followed by a second identical SIGMET from the controlling center. Approximately 100 miles east of waypoint XB:15, flight attendants reported an acrid odor in the aft galley, prompting execution of ... | 6environment-nonweatherrelated | 1,717,068 |
During a lull between departure pushes, the ground controller incorrectly set the taxi status and departure gate assignment, causing a northbound departure to be retained on a runway slated for west‑side departures. The local controller failed to obtain a release from the east local controller for an inbound aircraft t... | 13procedure | 1,451,553 |
The flight crew observed that the taxiway designations on the 10‑9 airport diagram for San Francisco International Airport did not match the physical signage: the taxiway shown as B1 on the chart was signed as Q on the ground, and the taxiway shown as Q1 on the chart was not marked at all, creating a potential navigati... | 4chartorpublication | 1,490,068 |
During takeoff on runway 36 Right at Dallas/Fort Worth International Airport, the flight departed closely behind an Airbus A321 operating with a 360-degree heading and 14 kt wind, and immediately encountered wake turbulence that produced a rapid roll to the left and then to the right, with bank angles estimated under 3... | 13procedure | 1,341,283 |
Shortly after takeoff from runway XXR, the flight crew commanded gear up but the landing gear did not retract and green and red gear indication lights illuminated. The pilot monitoring requested a terrain‑avoidance vector and consulted the Quick Reference Handbook, which identified that the manual gear extension door m... | 8humanfactors | 1,994,900 |
After touchdown at ZZZ airport, the engine indication and crew alerting system displayed a baggage smoke warning, prompting the crew to exit the runway, stop the aircraft and have the flight attendant inspect the baggage compartment while notifying air traffic control and requesting fire assistance. The crew activated ... | 0aircraft | 1,877,376 |
A ground controller managing a priority handling aircraft with an engine out failed to issue the required 30-degree intercept for that aircraft and instead coordinated a go-around for a visual approach aircraft, despite the latter being established on the instrument landing system. The controller also permitted the pri... | 13procedure | 1,779,821 |
Aircraft X was returned to service repeatedly despite high oil consumption and pressure in the right engine because maintenance control pressured staff to forgo the required fault identification procedure, altered oil service records, and omitted required inspections; subsequent oil services showed excessive consumptio... | 5companypolicy | 1,658,488 |
With the airport tower closed due to COVID-19, the crew followed closed‑tower procedures, contacting the terminal radar approach control for clearance and departure time. After receiving a release from terminal radar approach control, they confirmed verbally that they were cleared to takeoff and departed, complying wit... | 8humanfactors | 1,738,408 |
Air traffic control assigned the aircraft a right‑of‑course deviation and later a direct clearance to a fix to avoid severe weather. After passing the first weather cell, a new buildup appeared ahead on the assigned course, and the crew turned left, remaining at least 20 nautical miles right of the planned track, witho... | 8humanfactors | 1,752,933 |
After being handed off to New York City Approach, the flight was cleared from 7,000 feet to 6,000 feet on a heading of 110 degrees. During the descent, approach issued a traffic alert for a single‑engine general aviation aircraft climbing through approximately 5,300 feet on a southwest heading, and the aircraft’s traff... | 8humanfactors | 1,718,111 |
While descending on an instrument flight rules flight plan to Upper Midwest Regional Airport at approximately 3,200 feet mean sea level, the pilot observed a disc‑shaped object about 16 inches to 2 feet in diameter pass within 100 feet of the aircraft’s right wing tip at roughly the same altitude; both pilots identifie... | 13procedure | 1,298,538 |
After Denver airspace was closed for weather, arrivals were rerouted to sector 28, creating a congested holding pattern at a single altitude. Controllers in sectors 28 and 39, while also managing numerous overflight traffic, failed to notice that two aircraft entered the same holding stack and were given overlapping cl... | 13procedure | 1,466,519 |
Dispatch and the captain reported that the Notice to Operators Crew received indicated a restricted article loaded in the aft cargo compartment, while the aircraft closeout documentation showed it loaded in the forward compartment, and the crew confirmed the item was actually in the forward compartment; this discrepanc... | 8humanfactors | 2,056,083 |
Aircraft X was vectored northbound and advised of moderate turbulence, then cleared direct ZZZZZ and instructed to descend to flight level 85, the minimum vectoring altitude. While descending, the aircraft continued below the assigned altitude to flight level 80, prompting ATC to tell them to climb and maintain flight ... | 16weather | 1,858,622 |
During approach, ATC alerted the crew of an aircraft ahead, prompting a left deviation; unexpectedly, a second aircraft suddenly appeared below, forcing the crew to execute a further left and then right maneuver to avoid collision, with no ATC or radio advisory for the second aircraft. | 8humanfactors | 2,037,208 |
During a scheduled cabin crew bathroom break, Flight Attendants used the emergency flight deck door unlock function for routine entry, causing the 'Door; door; door' alarm to sound. The pilots immediately engaged the flight deck door hard‑lock switch and secured the door, then consulted the Quick Reference Handbook to ... | 13procedure | 1,652,087 |
Dispatch warned the crew of a potential ‘tipping aircraft’ issue on the Boeing 737‑900ER at Airport ZZZ and instructed passengers to remain seated, but the crew had never performed the required procedure. The first officer kept the seat‑belt sign illuminated until gate operations confirmed it was safe to deplane, despi... | 5companypolicy | 1,253,513 |
The crew dispatched Flight DEN‑ZZZ with a planned takeoff weight of 161,300 lb and requested bleed‑off takeoff data for runway 34L, receiving a flap‑1, reduced engine pressure ratio option that would have increased V‑speeds; they elected to use the maximum engine pressure ratio to keep V‑speeds lower. While taxiing, AT... | 16weather | 1,467,710 |
While taxiing on Taxiway XX and holding short at the gate, a Cessna taking off from Runway XXL executed an early turn and overflew the taxiing aircraft at approximately 100 feet, creating a near‑miss; the taxiing crew attributed the incident to the Cessna pilot’s poor decision to turn too early and requested FAA or tow... | 8humanfactors | 1,924,202 |
Ground Control cleared the flight to taxi to Runway 07 via taxiways F and A, but the new runway hold‑short markings had been repositioned and the old markings were painted over with bright black paint, creating visual confusion. While taxying on taxiway A the crew crossed the newly placed hold‑short line, mistakenly be... | 1airport | 2,031,567 |
During a Practical Test for an Initial Flight Instructor-Glider, the applicant pilot performed a spin and recovery in a Schweizer SGS 2-32 glider when the rear cockpit canopy latch partially released, allowing the canopy to open, shatter, and detach. The failure was attributed to a pre‑existing vertical crack in the ca... | 0aircraft | 2,022,137 |
While cruising at approximately 38,000 feet along the California‑Nevada border, a pilot flying northwest executed a sudden right‑bank evasive maneuver seconds before spotting a white‑topped twin‑engine airliner on a heading opposite to his on the left side of the cockpit; the two aircraft passed within less than one wi... | 8humanfactors | 1,727,054 |
While cruising at flight level three hundred forty north of Alamosa VOR in instrument meteorological conditions with moderate icing and turbulence, the aircraft’s indicated airspeed fell 10‑15 knots despite applying maximum cruise power, prompting the captain to request a descent to flight level three hundred twenty; h... | 16weather | 1,253,287 |
The captain, acting as pilot flying, initiated a Category III autoland at airport ZZZ using runway XR, but the auto land warning light illuminated during flare, prompting a go-around per standard operating procedure; the subsequent visual approach and go-around increased fuel consumption, resulting in fuel level droppi... | 8humanfactors | 1,745,783 |
The aircraft received a landing clearance for runway XX ZZZ, but while transitioning to flare another aircraft was still on the runway because the tower had issued a take‑off clearance to that aircraft. Observing the runway occupancy, the pilot flying initiated a go‑around. ATC was notified of the conflict and the subs... | 8humanfactors | 1,977,534 |
While climbing through flight level 280, the crew experienced an abnormal shuddering of the aircraft that continued after reaching flight level 290 and later flight level 310. Instrument checks and the Quick Reference Handbook provided no explanation, and the shuddering persisted despite reducing speed to 240 knots and... | 0aircraft | 1,935,665 |
While taxiing from Denver ground control instructed the crew to proceed to Runway 34L via Taxiway F and Taxiway WA. The crew missed the turn onto Taxiway WA because a directional sign placed past the turn incorrectly indicated Taxiway WA as straight ahead. After realizing the error, ground control directed them to turn... | 1airport | 1,809,922 |
During a solo cross-country touch-and-go at the first destination, the student pilot failed to apply sufficient right rudder, allowing the aircraft's inherent left-turning tendency to cause a leftward deviation off the runway centreline during the initial climb; the aircraft narrowly avoided contact and continued the f... | 8humanfactors | 1,899,319 |
After landing at ZZZ, the instructor and student positioned the helicopter on the runway to re‑brief. While the student prepared for the next leg, a fixed‑wing aircraft announced a takeoff on runway 16 and began taxiing toward them. The instructor, alerted by the student, moved the helicopter onto the grass adjacent to... | 13procedure | 1,518,881 |
During a night training takeoff, the aircraft's pitot‑static system failed, causing the vertical speed indicator, altimeter, and both digital and analog airspeed indicators to display erroneous readings while the engine continued to operate normally. The pilot recognized the instrument discrepancy within seconds, disen... | 0aircraft | 1,914,062 |
While conducting pattern and landing practice at Upper Lagrange Municipal Airport, the pilot and student were overtaken in the crosswind leg by another aircraft that entered the pattern behind them and followed them into the downwind leg. The trailing aircraft closed the distance without establishing visual contact, an... | 0aircraft | 2,298,256 |
Air traffic control cleared the aircraft direct to "DRAKE," but the controller intended the DRK very high frequency omnidirectional range, not the DRAKE intersection, which was not on the flight plan. The pilot entered and read back the DRAKE fix, and both pilots and controllers failed to clarify the ambiguity, resulti... | 4chartorpublication | 1,771,162 |
During a touch-and-go training session at ZZZ airport, the crew made CTAF calls and visually tracked nearby aircraft, but a weak radio transmission prevented clear identification of a second aircraft positioned above and to the left. Upon hearing the faint call, the student reported the traffic, and the other pilot had... | 8humanfactors | 1,909,410 |
The pilot, returning under visual flight rules with low fuel and encountering gusty winds, found the only available paved runway subjected to a crosswind exceeding the tailwheel aircraft's demonstrated crosswind capability; consequently, contrary to local regulations, the pilot elected to land on a grass area parallel ... | 16weather | 1,338,369 |
During approach to Runway XX the crew extended flaps to 10 degrees and received a leading edge transit light, prompting a go‑around and activation of the Quick Reference Handbook procedures. After landing on Runway XX, the crew attempted to retrieve brake‑cooling calculations from the performance data system but repeat... | 7equipment/tooling | 1,607,386 |
After engine start and a pre‑taxi brake check confirmed positive brake pressure on both pedals, the flight instructor and student pilot obtained taxi clearance to runway XX via taxiway A. While turning left at the end of taxiway A to execute a 180‑degree turn for an engine run‑up, the student reported loss of right bra... | 0aircraft | 1,783,561 |
Because Runway 13L at El Dorado International Airport was under construction, departures used Runway 13R with the EJA6A departure procedure. The dispatch release replaced the standard terrain‑based engine‑failure plan with a new route that instructed crews to continue to a distant waypoint before proceeding direct to t... | 6environment-nonweatherrelated | 1,400,622 |
The flight was cleared to cross PONZE at 27,000 feet and then descend via the BANKR 2 Arrival, setting 9,000 feet in the mode control panel. After crossing four intersections at the correct altitudes, the vertical navigation system unexpectedly commanded a 4,000‑foot descent to meet the next altitude restriction, which... | 13procedure | 1,607,833 |
While maneuvering and providing position reports on the common traffic advisory frequency at an uncontrolled airport, the pilot observed another aircraft passing above and to the left in a near head‑on trajectory. The pilot executed an evasive diving right turn to avoid collision. The other aircraft did not respond to ... | 2airspacestructure | 1,342,478 |
After a delayed departure caused by air traffic control constraints, weather, and slippery taxiways, the crew taxied to runway 16L and took off about an hour later with the flight management system set to a cruising altitude of flight level 230 instead of the required 10,000 feet hold-down altitude. Shortly after takeo... | 8humanfactors | 1,726,067 |
During descent into Dayton, two aircraft encountered heavy precipitation and rapidly changing thunderstorm conditions, requiring up‑to‑date weather, runway visual range, altimeter, wind, and wind‑shear information. The NAS Information Display System repeatedly lost feeds for METAR, wind, altimeter, runway visual range,... | 3atcequipment/navfacility/buildings | 1,443,816 |
On a flight, a flight attendant was positioned at the jetway to monitor children because a 10‑inch gap existed between the jetway and the aircraft. The gap resulted from the jetway bumper sensors being set too sensitive, causing the jetway to stop moving to avoid denting the aircraft. The first officer called a mechani... | 7equipment/tooling | 1,617,976 |
The pilot entered the traffic pattern for runway XX at approximately 6,100 feet mean sea level, announced his intentions, and extended downwind to allow a Cessna to take off due to the high approach speed of his RV‑8. While on final, a Super Decathlon announced departure and, despite the pilot’s radio calls and visual ... | 8humanfactors | 2,129,311 |
During the preflight exterior and interior inspection, the pilot performed the bulb test for the instrument panel lights and observed that the four Flight Control Shutoff Switches illuminated, but did not verify that all associated bulbs were lit. Post‑flight inspection revealed that several bulbs were dark because the... | 13procedure | 1,694,601 |
During an instructional flight in Aircraft X, after a normal landing on runway XX at ZZZ Airport, the nose gear failed to lock and continued to descend as the aircraft slowed; the instructor applied back pressure but the gear kept moving down, causing the propeller to strike the ground, after which the mixture was cut ... | 0aircraft | 1,991,494 |
An approach controller cleared Aircraft X to descend to 3000 feet, then to 2000 feet while another aircraft was on the same final approach course with uncontrolled VFR traffic; Aircraft X descended below the minimum safe altitude, prompting a low‑altitude alert. The controller then informed the pilots that the minimum ... | 2airspacestructure | 1,898,723 |
A radar maintenance technician at the Garden Grove radar site inserted test targets using a beacon code of 6667 at an altitude of 53,600 feet, producing targets that were equidistant from the radar and displayed on the Single European Sky Air Traffic Management Research and Development Automation System, thereby distra... | 3atcequipment/navfacility/buildings | 1,456,258 |
During the flight, flight crew repeatedly reminded two passengers to wear their face masks and to cover their noses; one passenger showed signs of potential escalation, leading the crew to discontinue further warning attempts. | 8humanfactors | 1,763,133 |
During descent through 3,000 to 4,000 feet into airport ZZZ, the pilot detected a dirty sock odor in the cockpit; flight attendants reported no odor, leading the pilot to shut down air conditioning pack number 1, after which the smell disappeared. | 0aircraft | 1,894,337 |
The captain and first officer were transported to a hardstand while passengers were delayed awaiting the aircraft, which was not yet positioned due to a tug delay. Upon arrival, the aircraft’s air stairs motor was inoperative, requiring manual operation, and maintenance was conducting a battery test for the cabin emerg... | 13procedure | 1,686,186 |
While descending at 10,000 feet and 250 knots, the crew was switched to approach and incorrectly expected a different runway, causing the pilot monitoring to be heads‑down reloading the arrival for runway nine. The aircraft entered an uncharted thunderstorm, encountered a severe downdraft, and pitched more than 10 degr... | 16weather | 1,483,343 |
During night operations at Cleveland Hopkins International Airport, Runway 30 was used while Runway 4/22 was closed for repairs; the Visual Approach Slope Indicator for Runway 30 had been decommissioned, eliminating vertical guidance beyond the RNAV 30 minimum descent altitude, and a power line and tall fence were loca... | 1airport | 2,104,003 |
While en route, the aircraft lost its autopilot and began deviating 20‑30 degrees to the right while climbing 300‑400 feet. Within two minutes the altitude reporting ceased and the transponder stopped functioning, leaving the crew without instrument indications. The pilot reported a total loss of instrument function an... | 0aircraft | 2,134,770 |
During a training flight, Aircraft X entered the controlled area from sector 23 at 10,000 feet and continued level flight toward a terrain elevation of 10,600 feet. Because of poor radio coverage at low altitude, the controller on the right‑hand side could not directly communicate and attempted to relay a climb instruc... | 3atcequipment/navfacility/buildings | 1,677,942 |
While conducting a visual flight rules flight from ZZZ1 to its home base at ZZZ2, the pilot experienced an electrical failure that disabled both radios but left the transponder functional; the pilot entered a general emergency code, identified ZZZ as a visual reference, executed a circling descent southeast of the airf... | 0aircraft | 2,297,182 |
Cleaners at airport ZZZ entered the aircraft during passenger deplaning without waiting for all passengers to exit, disregarding crew instructions and company policy. They forced their way into the forward galley to remove trash, obstructing passenger flow and preventing flight attendants from managing the cabin and ma... | 8humanfactors | 1,793,055 |
The company mandated the use of a disinfectant spray containing Clorox in break‑rooms and other occupied areas three times per week, refusing to schedule the application when employees were absent and lacking a Material Safety Data Sheet for the chemicals, thereby exposing personnel to potentially toxic substances duri... | 5companypolicy | 1,761,410 |
During preflight, the gate agent entered the cockpit, handed the release to the first officer, closed the main cabin door without confirming the purser was ready, then reopened it a few seconds later, creating a potential inadvertent slide door activation risk. The flight departed four minutes early, and while descendi... | 8humanfactors | 2,283,059 |
While working the West Radar display, the controller's radar screen went black for about two seconds, lost the Fusion mode selection, and returned showing only terminal area control airspace and secondary targets; at that moment four aircraft were within six miles of each other in the final approach sector. The control... | 3atcequipment/navfacility/buildings | 1,482,736 |
Aircraft X arrived at ZZZ with a failure of the B hydraulic system and a leaking, damaged #2 electric hydraulic pump. Maintenance removed and replaced the #2 hydraulic pump and performed a hydraulic system flush of the B system according to the aircraft maintenance manual, then conducted multiple leak checks that found... | 0aircraft | 1,946,819 |
During on‑the‑job training, controllers issued a 360‑degree heading to Aircraft X and a direct to SAILZ for Aircraft Y; Aircraft X read back but did not execute the turns, while Aircraft Y was subsequently vectored to 330 degrees. The trainee later instructed Aircraft X to turn to 140 degrees, conflicting with the cont... | 13procedure | 1,421,258 |
At Fort Lauderdale Tower only one controller was on duty, simultaneously performing tower, ground, and ramp control responsibilities during a period of fairly busy traffic, raising concerns about the safety of single‑person operation. | 15staffing | 1,603,980 |
During the flight the aircraft’s environmental control system cycled pressurization on and off; after landing the cabin remained pressurized, preventing the crew from opening the doors and deplaning passengers. | 0aircraft | 2,111,878 |
The controller initiated a coordination call to the adjacent air traffic control facility after observing that Aircraft X and Aircraft Y were arriving from that facility at the same altitude and were on converging trajectories that would have resulted in a collision 7 nautical miles inside his airspace. | 5companypolicy | 1,692,414 |
During a prior‑to‑service visit on Aircraft X, work cards required deactivating and reactivating the emergency escape slides, but the main cabin doors were left open with the slide‑disarm lever and the door bustles were not removed, so the emergency slide safety pins were not installed. The same incomplete procedure wa... | 8humanfactors | 1,891,944 |
During a snow event, the crew deiced the aircraft at the gate and on the ramp, then taxied behind another aircraft on a partially plowed taxiway with slippery surfaces, causing the nose wheel to skid and slowing their progress. While the first officer was focused on entering new take‑off data, the captain failed to see... | 16weather | 1,617,778 |
A controller handling combined local and VUO advisory frequencies allowed a VUO touch‑and‑go aircraft to remain in the left traffic pattern while an inbound commercial flight was on final for runway 10L at Portland International Airport, resulting in the commercial aircraft crossing the final at a distance of about 2.5... | 2airspacestructure | 1,513,018 |
After departure, the aircraft operated with the number 3 multifunction display inoperative, and the ground proximity warning system, windshear detection, and terrain warning systems were deferred per the minimum equipment list, leaving the captain as sole pilot. A fleet‑wide ACARS performance issue produced inaccurate ... | 0aircraft | 1,814,266 |
While climbing to flight level one ninety on the second leg from ZZZ1 to ZZZ2, the aircraft experienced a thump, right yaw, and an amber right engine computer fault message, followed by a progressive loss of right engine thrust from 58% N1 to approximately 30% N1 and increased vibration. The crew completed the right en... | 0aircraft | 1,925,344 |
After power‑up, the aircraft's Inertial Reference System displayed no position and both left and right Inertial Reference Units showed a blank GPS status, leading maintenance to issue a Minimum Equipment List for the GPS, Terrain Awareness and Warning System, and clocks. In flight, multiple Flight Management Computer f... | 12mel | 1,545,499 |
An air traffic controller, anticipating increased traffic due to deteriorating weather, misidentified the boundaries of the SGF Approach, 52/53/42/72 airspaces and incorrectly cleared an inbound jet to descend to three thousand feet above mean sea level instead of the required three thousand two hundred feet. The aircr... | 6environment-nonweatherrelated | 1,928,443 |
During the initial climb from 1,500 feet, the aircraft did not reduce thrust as programmed on the takeoff page and the speed bug failed to advance at 3,000 feet, indicating that vertical navigation mode was not engaged. The pilot manually reduced power, then discovered the vertical navigation mode was off, engaged it, ... | 8humanfactors | 1,794,666 |
The controller assumed control of the combined center and arrival radar position with reduced staffing and inherited a vector for Aircraft X to intercept the instrument landing system. Although the previous controller had directed the aircraft to a point 2 nautical miles from the approach gate, the aircraft remained at... | 13procedure | 1,506,719 |
While attempting to move Aircraft X from the east hangar, ground crew found the super tug cradle gate would not close onto the nose gear and repeated attempts failed. Due to known parking‑spot constraints, they were instructed to pull the aircraft forward with a tow bar and push tug to allow super tug attachment, despi... | 13procedure | 1,664,871 |
During cruise at flight level 380, the aircraft encountered an unforecast severe mountain wave that caused a rapid increase in airspeed while on autopilot, exceeding the maximum operating Mach number to Mach 0.91; the crew retarded the throttles and deployed speed brakes but the aircraft continued to accelerate, then e... | 16weather | 1,979,599 |
Air traffic control was managing a high density of visual flight rules aircraft operating above 10,000 feet mean sea level and exceeding 200 knots in a non‑radar sector around the departure and inbound gate of the San Juan (TNCM) airport. These visual flight rules aircraft frequently entered the same airspace as instru... | 13procedure | 1,239,187 |
While cruising on an aerial survey mission, the aircraft suffered a sudden failure of both alternators. The pilot followed the emergency checklist, but the alternators remained inoperative. He requested priority handling from the flight following controller, received vectors, and executed an immediate landing at airpor... | 0aircraft | 2,245,424 |
While conducting a visual approach to runway 07 at the 47N airport, the reporting aircraft entered the left downwind leg and, at 1.5 miles from the field, observed another aircraft on an opposite 180‑degree heading at the same altitude. The second aircraft announced entering the downwind and then executed a 180‑degree ... | 13procedure | 1,982,675 |
Air traffic control instructed Aircraft X to climb to twelve thousand feet to meet the minimum enroute altitude, but the aircraft did not respond to multiple radio calls on its assigned frequency, likely due to static and possible frequency confusion. Subsequent attempts by other aircraft and approach control also fail... | 3atcequipment/navfacility/buildings | 1,460,998 |
The pilot reports that they have not received adequate training on a newly introduced aircraft checklist procedure and therefore continue to operate using the previous checklist, which is not compliant with company policy. The company introduced the checklist change solely through distance‑learning videos and documenta... | 5companypolicy | 1,627,089 |
The controller approved an opposite‑direction instrument landing system full stop approach and later coordinated a touch‑and‑go and IFR return for that aircraft while simultaneously handling multiple inbound aircraft, assigning runways and patterns, and directing a practice approach. During this high workload, the cont... | 13procedure | 1,355,733 |
During offload of Aircraft X, the crew recorded 28 bags in compartment A1 and one dangerous goods package in the bulk area but the handler assumed the dangerous goods had been removed and left the aircraft without verifying. Distraction caused by blocked water cabinet and reliance on the assumption prevented a visual c... | 8humanfactors | 1,883,794 |
A controller cleared an aircraft direct to the navigation fix KRKEE, but the pilot misheard the clearance as direct TURKI because the phonetic sounds of the two fixes are similar and the radio quality was poor. The aircraft consequently deviated approximately 20 degrees off course and entered restricted airspace near W... | 2airspacestructure | 1,534,195 |
During a training flight, the student entered an incorrect common traffic advisory frequency, corrected it, and then inadvertently shifted the active frequency by 0.025 MHz, causing all radio calls to be transmitted on the wrong frequency. While attempting a 45-degree downwind entry for runway 11, the student was distr... | 8humanfactors | 2,218,722 |
The crew departed without a verified volcanic ash cloud status because satellite imagery could not be obtained due to lack of Wi‑Fi and non‑functional iPads, resulting in an unknown ash situation southbound toward the plume; they proceeded despite the risk and later realized they should have cancelled. Additionally, th... | 16weather | 1,256,915 |
During a flight lesson, after completing preflight and run‑up checks, the student applied full power for take‑off and within seconds the engine instruments displayed implausibly high oil temperature, coolant temperature, exhaust gas temperature and cylinder head temperature readings, after which the engine lost power a... | 0aircraft | 2,136,003 |
During initial climb, strong fumes entered the cockpit and cabin, prompting the Captain to request a precautionary diversion to airport ZZZ for an overweight landing; the First Officer assisted, and both crews executed a smooth touchdown with a descent rate under 100 feet per minute. Although the crew coordinated with ... | 0aircraft | 1,917,834 |
During a daytime visual meteorological conditions auto‑land confidence check, the autopilot functioned normally until the 500‑foot altitude call, after which the aircraft pitched nose‑down and entered a 1,000‑foot‑per‑minute descent. The pilot disconnected the autopilot and manually recovered the aircraft to land, noti... | 6environment-nonweatherrelated | 1,881,072 |
During the night JKNOX.HOOD4 arrival at Portland International Airport on runway 10L, air traffic control cleared the aircraft to descend to 3,000 feet near the NNUTT waypoint on a 278-degree heading, placing the aircraft on a long downwind with rising terrain ahead. The flight crew identified the terrain hazard and re... | 8humanfactors | 1,893,014 |
While holding short of runway 28 for departure, the pilot taxied onto the runway and departed after observing no aircraft on final, but an aircraft in the traffic pattern had called 'base short approach' and was turning onto final. The departing pilot failed to see or hear the approaching aircraft, resulting in the lat... | 8humanfactors | 1,726,430 |
While conducting pattern work and landings, the narrator observed aircraft Y cross under his aircraft from the right and enter left downwind parallel between his aircraft and the runway without any prior radio communication. Aircraft Y’s pilot then made his first radio transmission stating he had entered downwind, woul... | 13procedure | 1,728,666 |
During a touch-and-go on Runway XX at ZZZ, the aircraft began to veer left after touchdown. The pilot applied right rudder and added power to increase rudder authority, which over‑corrected and caused a rapid right turn that developed into a ground loop. The aircraft subsequently veered off into snow beside the runway,... | 8humanfactors | 1,979,223 |
Aircraft X was on final approach to runway 16R at Seattle when it encountered inadequate spacing and performed a go‑around, after which it descended past the Boeing Field final approach segment. While monitoring, the controller observed Aircraft Y executing a go‑around from Boeing Field; the two aircraft’s radar target... | 2airspacestructure | 1,702,268 |
During preflight and taxi the aircraft performed normally, but after the pilot completed an engine run‑up and observed four preceding takeoffs and landings, the takeoff roll produced slow acceleration, severe engine roughness and RPM that did not exceed 2,100 revolutions per minute. At 50 knots indicated airspeed the a... | 0aircraft | 1,951,784 |
Subsets and Splits
No community queries yet
The top public SQL queries from the community will appear here once available.