synopsis stringlengths 89 1.16k | label class label 17
classes | acn int64 1.23M 2.31M |
|---|---|---|
After completing a solo landing at ZZZ Airport, the Piper J3 Cub's engine stalled while the aircraft was stopped on the grass runway. Because the aircraft lacks an electrical system and electric starter, the pilot exited, applied a wheel chock, and manually restarted the engine. The aircraft surged forward, jumped the ... | 8humanfactors | 2,086,187 |
During a cross‑country training flight, the instructor and student entered the traffic pattern and were on final approach when a Cessna passed approximately 50 feet above and to the right, prompting an unexpected go‑around after the instructor announced the maneuver on the common traffic advisory frequency. Both pilots... | 8humanfactors | 1,990,131 |
During climb to flight level 260, the crew observed zero oil quantity and low oil pressure on engine number one, prompting a diversion to the nearest suitable airport; the low oil quantity and pressure persisted and an amber low‑oil warning required engine number one thrust lever to be set to idle and later a master ca... | 0aircraft | 2,196,126 |
After takeoff from runway 22R at Newark, the crew activated heading mode, VNAV and autopilot while climbing to 1,000 feet above ground level. Encountering wake turbulence from a preceding Boeing 777, the aircraft rolled unexpectedly to the left, prompting the pilot to disconnect autopilot and apply substantial right ai... | 6environment-nonweatherrelated | 1,651,546 |
During boarding for flight XXXX, a passenger reported that her personal electronic device, a cellphone, began emitting smoke after being exposed to water; flight attendants placed the device in a containment bag and showed it to the crew, noting it was off, undamaged, and not smoking. The crew could not locate any proc... | 13procedure | 1,673,581 |
While joining the right downwind for runway XX, the pilot observed a Cirrus aircraft overflying the runway and another aircraft on final without transmitting any radio calls. After turning to base and then final, the pilot announced "final XX" and was completing the landing when a helicopter was instructed to clear the... | 8humanfactors | 2,281,330 |
During a large inspection of a Falcon 7X, a required basic inspection that should have been performed concurrently was omitted, allowing the aircraft to be released for service and to complete a flight before the omission was discovered. The omission occurred because the chief pilot, who lacked maintenance experience, ... | 13procedure | 1,363,466 |
While cruising at flight level 43000 on an arrival to PTK, the crew encountered turbulence from convective activity and requested climb to flight level 45000; the controller denied the request citing upcoming descent crossing restrictions and traffic, leading the pilot to refuse the descent clearance to avoid thunderst... | 16weather | 1,397,962 |
While maneuvering around a large frontal storm, the flight encountered moderate turbulence that rapidly escalated to severe turbulence, causing altitude deviations of approximately ±800 feet and airspeed variations of ±20 knots, which prevented compliance with Reduced Vertical Separation Minimum airspace. The captain m... | 16weather | 1,925,539 |
After a 22‑hour departure delay caused by a prior fume event, the crew and flight attendants detected a non‑acrid electrical insulation odor while descending into the destination airport; crew reported headaches, scratchy throats, and a taste in their throats. The captain elected an immediate landing despite the lack o... | 0aircraft | 2,014,510 |
The D-side controller coordinated Aircraft X at flight level three hundred forty with New York Oceanic, marking the altitude on the strip but leaving the strip offset and not flattening it. The R-side controller, busy and without checking the strip, terminated the aircraft at flight level three hundred sixty, causing t... | 2airspacestructure | 1,515,739 |
While executing the new SERFR1 arrival into San Francisco International Airport, the crew descended from 10,000 feet to 6,000 feet as cleared, reducing speed from 280 knots to 250 knots and planning to be at 240 knots at the EDDYY fix. Air traffic control informed them they were exiting Class B airspace and would re‑en... | 13procedure | 1,248,447 |
Two flights before the incident, the aircraft suffered a tail strike that was not reported or recorded. The unreported damage remained undetected for at least three subsequent flights, including the flight in question. The First Officer performed the pre‑flight walk‑around inspection under time pressure caused by rando... | 6environment-nonweatherrelated | 1,806,767 |
After landing on runway 02L, the crew followed tower taxi instructions, holding short of runway 10-28, crossing runway 15-33, and proceeding to parking via taxiways Charlie and Alpha. While crossing runway 15-33, a departing aircraft from runway 33 passed overhead at an estimated 75 feet separation, indicating a loss o... | 8humanfactors | 1,755,915 |
While executing an instrument landing system approach, landing traffic ahead failed to vacate the runway, prompting a go-around at approximately 100 to 200 feet. ATC initially instructed the flight to continue on runway heading and climb to three thousand feet, then shortly after issued a turn to heading three two zero... | 8humanfactors | 2,165,914 |
On an air traffic control shift, two controllers observed an unexpected Mode C transponder target west of the MHZ facility squawking code XYZA at flight level 360, which they initially thought was a false return from a radar site. The target moved rapidly northeast toward MEM for about 35‑40 nautical miles at a higher ... | 7equipment/tooling | 1,275,247 |
During a post‑COVID reopening local flight, air traffic control instructed the pilot to turn right and enter the upwind leg of Runway XX, then to return to the downwind, but the pilot was uncertain whether the downwind referred to Runway YY or Runway XX left downwind. Radio congestion on the tower frequency prevented c... | 8humanfactors | 1,747,418 |
Airway C1177 was closed because of a stationary Altitude Reserve Flight Plan, causing the normal departure routes from Los Angeles International Airport to be deactivated and new east‑bound routes to San Diego International Airport to be issued repeatedly. The controller, focused on Sector 25, failed to notice that air... | 2airspacestructure | 1,433,953 |
The flight was delayed because the required fifteen bags needed to secure the hazardous material were not available, and company policy mandates the use of these bags; the Operations Manager suggested using ballast, but the responsible staff insisted on complying with the bag requirement, highlighting a lack of conting... | 13procedure | 1,560,136 |
During the arrival into Seattle, the aircraft was initially cleared for a GLASR arrival at 250 knots with a crossing altitude of flight level 280, then repeatedly vectored off the planned route and instructed to descend to lower altitudes while maintaining 190 knots, resulting in extended vectors and a 20–25 nautical m... | 13procedure | 1,411,841 |
A student pilot departed runway XX for a solo flight while another aircraft announced an inbound approach to the same runway. The student misheard the other pilot's statement that they did not have the departing aircraft in sight and, believing they were being seen, began a crosswind turn into the pattern. The inbound ... | 0aircraft | 2,298,923 |
The pilot was conducting a non‑standard right‑traffic pattern at the uncontrolled airport and extended the downwind leg to accommodate an earlier arriving aircraft, announcing the extension on the common traffic advisory frequency. While on an extended right base, a second aircraft on a long left base entered a converg... | 8humanfactors | 2,092,487 |
While established on the instrument landing system Runway 26L approach at Ontario International Airport, the crew received a traffic alert and collision avoidance system resolution advisory descend command of about 1,000 feet per minute due to a second aircraft cleared for a parallel Runway 26R approach that turned ont... | 13procedure | 1,907,739 |
After departing Key West the aircraft was vectored Direct CARNU, which placed the flight on a track directly toward a weather balloon located in restricted airspace. The first officer and captain observed the balloon and, while attempting to contact Miami Center, received an Enhanced Ground Proximity Warning System “Ob... | 13procedure | 1,245,295 |
After landing and idling the engines, the pilot heard a whishing noise from the main rotor system, which persisted at flight power. Raising the collective caused plastic sheeting to be expelled from the main rotor, and a walk‑around revealed plastic debris on the main rotor blades, fenestron blades, fenestron stator va... | 6environment-nonweatherrelated | 1,720,270 |
During a ferry flight conducted under visual meteorological conditions and on an instrument flight rules flight plan, the crew was cleared for a RNAV GPS-Y Approach to runway 19 at Teterboro and crossed the final approach fix. Immediately after crossing, a traffic collision avoidance system traffic advisory was followe... | 2airspacestructure | 2,218,694 |
Aircraft X was vectored onto final approach trailing Aircraft Y at a low ceiling of about 1,000 feet, but entered the approach with an excessive overtaking speed of over 80 knots, making separation impossible. Local Control cancelled the approach, instructed a climb to 3,000 feet and a 20-degree left turn, but Aircraft... | 13procedure | 1,777,562 |
While en route between two airports, the pilot flew into the sun without requesting flight following and relied on a handheld electronic flight bag for NOTAMs, which listed only two skydiving notices that did not cover the area of the encounter. The aircraft approached a skydiver at approximately 300 feet horizontal an... | 8humanfactors | 1,755,221 |
The Optimization of Airspace and Procedures in the Metroplex (OAPM) RNAV (Area Navigation) procedure for aircraft landing at SBA (Santa Barbara Airport) supplied an incorrect route, delivering the sequence ZZZ-OCN-V208-VTU-KWANG-SBA instead of the required PADRZ1-PADRZ-SXC-WEEZL-KWANG-SBA. Additionally, the interim min... | 13procedure | 1,428,345 |
During a reposition flight after maintenance, a cabin pressurization master warning sounded in climb because the pressure controller had remained in the dump position following the maintenance procedure. The crew obtained a safe altitude and heading, executed the pressurization checklist, reconfigured the controller to... | 13procedure | 1,907,568 |
While operating in the traffic pattern at HQZ, the pilot and a student in Aircraft X were cleared for base and final when a traffic alert from the airborne collision avoidance system indicated Aircraft Y approaching from above on a premature base turn. ATC also issued a warning, and the pilot took manual control, banki... | 8humanfactors | 2,118,127 |
An aircraft at thirty‑seven thousand feet was rerouted to avoid an active Panamint minimum operational altitude and handed off to Los Angeles sector sixteen about seventy miles from the sector boundary. Los Angeles sector sixteen instructed a “spin” and issued a left turn to heading 250, but the aircraft could only exe... | 13procedure | 1,433,949 |
While descending en route to ZZZ and cleared for a visual approach to runway XXR, the tower controller instructed the pilot to execute a 360-degree right turn without providing any rationale. During the turn, the aircraft's traffic advisory sensor indicated another aircraft approaching from the south at a lower altitud... | 13procedure | 1,667,558 |
A dock worker, whose duties involve receiving and shipping parts, later learned that a hazardous material part may have been shipped inadvertently; the worker was unaware of the part's hazardous classification at the time of shipment and states they would have complied with the hazardous material policy had they known. | 8humanfactors | 1,770,093 |
A maintenance technician replaced the rudder trim knob on Aircraft X using only the aircraft maintenance manual, which lacked the required reference to the component maintenance manual for this task; consequently, the rudder trim system was not properly tested after installation. During the subsequent takeoff from airp... | 11manuals | 1,753,522 |
The pilot requested a Miramar transition departure from Marine Corps Air Station Miramar, but the ground controller indicated that coordination with Southern California Air Route Traffic Control Center was required and provided the frequency. After takeoff, the tower instructed the pilot to contact Southern California ... | 13procedure | 1,412,247 |
During descent to destination airport ZZZ, severe lightning and thunderstorm weather prompted air traffic control to hold all inbound aircraft, and the flight lacked sufficient fuel to remain in hold, leading the captain to divert to Austin for refueling. After landing in Austin, air traffic control prevented taxiing b... | 16weather | 1,765,727 |
The flight crew experienced a malfunctioning operations application that delayed download of the signed flight plan and did not display the required Dangerous Goods summary for the human organ (kidney) shipment, prompting multiple confirmations with dispatch and load planning. During push‑back, the ground tug driver mi... | 8humanfactors | 1,915,728 |
A passenger boarded the aircraft without a mask and continued to refuse to wear one after repeated requests from the captain and a flight attendant, citing personal discomfort. The crew reported that the passenger’s non‑compliance required them to frequently attend her seat, creating a safety risk for other passengers ... | 8humanfactors | 1,755,142 |
At Las Vegas airport, the Runway Intersection Coordination Device, which indicates which controller controls the intersection of Runway 25 Right and Runways 19 Left/Right, displayed conflicting signals during a departure sequence. Controller LC2 transferred control to LC1 after Aircraft Y departed, but the device later... | 13procedure | 1,281,362 |
The controller supervising Ocean Sectors 4 and 7 had Aircraft X at flight level 360, Aircraft Y at flight level 350, and Aircraft Z at flight level 340. Aircraft Y requested a climb to flight level 370 due to turbulence, but the controller denied it because of Aircraft X at flight level 360. Aircraft X later reported b... | 16weather | 1,609,411 |
A controller monitoring Aircraft X east of the ZFP waypoint lost radar track on the aircraft, either by themselves or the right‑hand side controller, without formally removing the strip. The loss of track created an intruder situation, prompting a manual handoff request to the WALIK controller at Palm Beach Internation... | 13procedure | 1,354,657 |
While descending on the FYTTE 2 Arrival, the crew edited speed and altitude constraints in the flight management system, after which the aircraft deviated from the intended magnetic track and the next navigation fix changed from magenta to white. The autopilot failed to capture the LNAV path, prompting the pilot to dis... | 13procedure | 1,243,518 |
After pushback and engine start, the first officer observed that the engine indication and crew alerting system reference N1 was about 2% lower than the performance data value and could not correct it through multiple data uplinks, temperature adjustments, or maintenance‑directed power‑down and reboot procedures, leadi... | 0aircraft | 2,292,700 |
At the east end of the south ramp at ZZZ, mixed fixed-wing and helicopter operations created congested conditions. Helicopter air‑taxi flights used the tower frequency while fixed‑wing aircraft were guided by ground control, leading to a lack of coordination. A helicopter approached a fixed‑wing aircraft from the right... | 13procedure | 1,628,483 |
While on final approach to runway 18 Right, the aircraft encountered significant wake turbulence from a preceding Boeing 757 located four miles ahead, resulting in a temporary loss of controllability; the autopilot was disconnected and the aircraft was slowed to minimum approach speed while remaining above the glide sl... | 13procedure | 1,487,157 |
A controller working final on a visual flight rules day at Portland International Airport reported numerous visual flight rules aircraft crossing and zigzagging through the final approach corridor for Runways 10L/10R, creating close‑proximity conflicts with arriving IFR traffic. The controller noted that Mode C altitud... | 2airspacestructure | 1,688,695 |
During pre‑flight briefing for Bogotá El Dorado Airport, the crew discovered that the Jeppesen chart for engine failure missed approach for a Boeing 757 was absent from the latest revision, indicating an omission error. Unable to locate the standard procedure chart, they resorted to briefing using an incorrect Pegasus ... | 4chartorpublication | 1,318,200 |
A single air traffic controller was handling seven combined positions at PAE airport while the tower was closed, resulting in missed and incorrect clearances: the departing aircraft was assigned a heading of 160 degrees and 3 000 feet but flew a 100-degree heading, and later read back an altitude of 14 000 feet instead... | 5companypolicy | 1,681,307 |
During a visual approach to runway XX at ZZZ airport, the pilot flying descended below the normal glide path within the final 1/4‑1/2 mile, resulting in an unstable approach below 500 feet above ground level, but neither pilot called for a go‑around. The instability was caused by a breakdown in the visual scan, light t... | 8humanfactors | 1,763,319 |
Crew were pressured to board passengers without any pilots on board, relying on pilots scheduled to land in ten minutes, resulting in an hour-and‑half passenger wait. During this time the aircraft's forward lavatory malfunctioned and was not reported, leading passengers to use it while it was out of service. All baggag... | 5companypolicy | 1,719,135 |
The crew received an initial Final Dangerous Goods Summary before pushback indicating one radioactive Yellow II package and 10.44 lb of flammable liquid, acknowledged it, and then after pushback received a second summary showing only the radioactive package; they contacted operations, which coordinated with ramp and lo... | 8humanfactors | 2,154,174 |
A medical emergency at departure required the crew to use the aircraft's enhanced emergency medical kit and record its use in the electronic logbook; maintenance then ordered a replacement. While awaiting the new kit, an inflight crew member removed the kit from a neighboring aircraft and placed it on the affected airc... | 13procedure | 1,516,229 |
A corporate jet executing a go-around on a visual approach to runway 14R received only a single tone alert and no voice warning because the go-around alert line was malfunctioning, requiring the departure controller to shout the instruction; simultaneously, a Boeing 777 was on an instrument landing system approach to r... | 13procedure | 1,549,802 |
During a training session, the lead aircraft was cleared to 15,000 feet with an initial speed limit of 250 knots that was later removed by the Center, while the trailing aircraft was cleared to 12,000 feet with no speed restriction. The trainee placed a three‑nautical‑mile separation ring on the lead aircraft, but then... | 13procedure | 1,240,046 |
The crew received a dispatch release assigning an illegal alternate airport, ZZZ1, because the forecast weather at the destination ZZZ did not meet derived minimums; after reviewing, they amended the release to designate ZZZ2 as the alternate but kept the fuel plan for ZZZ1. En route, real‑time weather at ZZZ showed a ... | 8humanfactors | 1,718,709 |
During a Category III approach to runway XX at airport ZZZ in 100‑foot visibility and an overcast ceiling, the flight crew noted an excessive sink rate at about 100 feet. The pilot in command pulled back on the control yoke while adding power, which caused the light aircraft to bounce and briefly touch down again, prom... | 8humanfactors | 1,739,176 |
While cruising at 14,000 feet in instrument meteorological conditions with an outside air temperature of approximately minus 19 degrees Celsius, the aircraft’s engine began to misfire, likely due to carburetor icing. The crew applied carburetor heat and enriched the fuel mixture, which initially intensified the misfire... | 0aircraft | 1,899,346 |
The flight was planned with a required takeoff alternate ZZZ1, which under flap‑failed conditions must be at least 250 nautical miles from the departure airport. The planner assumed the straight‑line distance of 218 nautical miles satisfied the requirement, but the actual routed distance using V‑airways was nearly 300 ... | 8humanfactors | 1,732,667 |
During a tailwheel transition practice landing, the pilot lowered the tail at approximately 30–40 kt after touchdown on runway 17R, causing the aircraft to swerve right, then left, and depart the runway onto grass. The crew added power, stabilized on a heading of about 170° in the grass, returned to the runway and exec... | 16weather | 1,516,298 |
The report describes pilots being scheduled for duty periods of 9 to 13 hours, often with three to five flight legs, exceeding the 8‑hour limit and resulting in cumulative fatigue over the preceding 32 hours. Poor operational performance extends these duty periods, while short hotel rest, limited crew meals, and lack o... | 5companypolicy | 1,906,557 |
While on a crosswind approach to runway 21 at Simsbury Airport, the pilot observed a Boeing 737 descending on a parallel left‑downwind for runway 6 at Bradley International Airport, approximately 800 feet above and 1,000 feet to the right. The airliner, in landing configuration and at a much higher airspeed, passed ove... | 13procedure | 1,364,347 |
During a crew change on a flight with two passengers continuing to ZZZ1, the minimum crew requirement was not met because only one outbound flight attendant remained on the aircraft while the inbound crew departed. The inbound flight attendant assumed all outbound crew were at the gate and left, and the COVID‑19 cleane... | 8humanfactors | 1,780,389 |
While cleared for a visual approach to runway 24, the flight descended to the 1800 feet mean sea level final approach fix altitude and, after rolling onto the base leg inside the WAVBO fix, captured 1800 feet and triggered a ground proximity warning system pull‑up alert; the first officer disengaged the autopilot and c... | 13procedure | 2,041,658 |
While cruising at flight level 370 the crew was cleared to cross the ZZZZZ intersection at flight level 330 and the first officer entered the new altitude, which the captain confirmed. The captain began entering landing data for runway XXR and, while doing so, failed to monitor the aircraft's progress, resulting in the... | 6environment-nonweatherrelated | 1,781,711 |
Aircraft Z climbed to and levelled at flight level 230 but its transponder was inadvertently set to ALT OFF, causing the mode C altitude encoder to report flight level 240 to air traffic control. This erroneous altitude display led controllers to issue conflicting climb and descent commands for Aircraft Z and Aircraft ... | 3atcequipment/navfacility/buildings | 1,539,500 |
During the final approach to runway XXR, the pilot flying was 1.5 dots low on the glideslope at approximately 1,000 feet and the pilot monitoring warned him of the low glide path; the tower subsequently issued a low altitude alert, after which the pilot flying corrected the deviation and the approach became stable. | 8humanfactors | 2,051,154 |
During a scheduled flight, the first officer’s feet slipped upward on the rudder pedals causing inadvertent brake application, which forced the nose wheel to strike the runway hard on landing; the hard nose‑wheel impact resulted in a flight attendant sustaining an injury that was later reported by the chief pilot. | 8humanfactors | 2,154,901 |
The Airbus lavatory sink strainer requires an O-ring to be stretched onto the stopper using a special tool identified as XXXXXXX; acquisition of this tool has been difficult, leading to delays in replacing the O-ring, and it is recommended that future stop‑type assemblies be supplied with the O‑ring pre‑installed to av... | 5companypolicy | 1,711,524 |
The crew accepted a night visual approach despite briefing a non‑visual procedure and descended from 9,000 feet to approximately 7,200 feet, below the Minimum Vectoring Altitude of 7,500 feet. Air traffic control issued an altitude alert, prompting the captain to climb back to 7,500 feet and complete a normal stabilize... | 13procedure | 1,771,134 |
During descent into Lincoln Airport, Aircraft X's automatic dependent surveillance-broadcast ground speed display oscillated between 200 and 340 knots from 11,000 feet to 3,000 feet, while the pilot confirmed he maintained a constant airspeed and descent rate. The same anomalous ground speed variation reappeared on cli... | 3atcequipment/navfacility/buildings | 1,515,717 |
During the final approach to Cape Race Airport on an instrument landing system runway 13 approach, two military trainer aircraft performed an unscheduled intercept maneuver in front of the civilian aircraft after it captured the glide slope, causing a resolution advisory command to descend, which drove the aircraft wel... | 13procedure | 2,134,990 |
During a parachute jumping operation, air traffic control failed to maintain adequate separation and clear cloud clearance for the jump aircraft, allowing it to descend into a cloud and emerge only 200 feet from a commercial aircraft, which reported a near‑collision. The controllers’ radar display was cluttered, and th... | 13procedure | 1,292,245 |
A maintenance technician installed an incorrect transceiver on an Airbus A319 approximately two and a half months ago because the illustrated parts catalogue presented three interchangeable part numbers for the installation, and the filter function failed to limit the selection to a single appropriate part. The technic... | 9incorrect/notinstalled/unavailablepart | 1,742,281 |
While en route from ZZZ to Lawrence Airport (LRY) the crew monitored the common traffic advisory frequency 123.0 and heard pattern traffic, assuming it was for LRY. Upon entering the pattern they discovered the runway was destroyed and under construction, realizing the radio calls were actually from Lawrence Regional A... | 1airport | 2,170,039 |
During a checkride flight, the pilot and a designated pilot examiner completed a VOR approach, a circle-to-land, and then departed on the downwind for a GPS approach at airport ZZZ. While turning onto the downwind, the pilot received two traffic alerts and observed another aircraft at the same altitude heading straight... | 8humanfactors | 1,997,007 |
During the initial climb, the second-in-command pilot attempted to level off at the assigned altitude of 3000 feet without autopilot engaged, but the aircraft continued to climb. The pilot engaged autopilot and commanded a vertical speed descent, which had no effect; subsequent manual nose‑down inputs, yoke trim, and d... | 0aircraft | 2,202,447 |
During pushback of a Boeing 737 MAX, the tow bar shear pin failed but no damage was observed, so the crew entered an information‑only entry in the aircraft logbook based on guidance for the Next Generation series. They consulted maintenance control, who confirmed an information‑only entry was permissible, but failed to... | 5companypolicy | 1,799,209 |
During descent the flying pilot misunderstood the air traffic controller's instructions and believed the aircraft was cleared for a visual approach, while the controller was actually providing IFR flight‑plan cancellation procedures. The pilot subsequently changed the altitude alert setting without confirming with or i... | 8humanfactors | 1,816,397 |
The crew was cleared for an ILS approach to runway 28L and instructed to cross WIGSA at 3,000 feet, higher than the published 2,500-foot crossing altitude; after crossing, the aircraft did not capture the ILS glidepath or switch to approach mode, and manual input of course and frequency failed to provide correct guidan... | 8humanfactors | 1,889,928 |
While working the Basic Flight Instructor final, the controller cleared Aircraft X onto final and advised it of a visual flight rules aircraft outbound less than half a mile north of the localizer. The controller then transferred Aircraft X to the tower as it entered the airport's airspace, but the aircraft executed a ... | 2airspacestructure | 1,656,203 |
After taking over from the previous controller and splitting off Local Control to handle increased traffic, the controller issued a line-up and wait instruction to Aircraft X while Aircraft Y was observed on the radar scope indicating touchdown. Aircraft X ignored the instruction and accelerated onto the runway, prompt... | 8humanfactors | 2,100,867 |
During a touch-and-go, the student applied excessive right rudder followed by an over‑correction with excessive left rudder, causing the aircraft to veer off the runway. The flight instructor attempted to regain control, but the student froze on the controls while the instructor applied sufficient right rudder to preve... | 8humanfactors | 2,210,741 |
During a busy traffic pattern at runway 26, the flight crew entered the downwind leg behind aircraft Y and landed without incident, but later misinterpreted a general inbound call on a shared frequency as unrelated to their field, leading to a near‑collision when aircraft Z, unaware of the traffic flow, appeared hard‑b... | 8humanfactors | 2,110,802 |
During a combined North and Final sector operation, a trainee controller cleared Aircraft X for an instrument landing system approach to runway 28L with a heading of 025, despite a visual flight rules aircraft scheduled to cross its path at the same heading within five miles. The supervising trainer, occupied with mult... | 15staffing | 1,279,100 |
Aircraft X, operating under visual flight rules, was inbound from the south and was instructed by local control to alter course to a northeast heading to avoid an impending instrument flight rules departure, Aircraft Y, from runway 18. After Aircraft Y was released for departure with a standard climb to maintain 3,000 ... | 13procedure | 1,404,863 |
While cruising at flight level 300, the crew encountered a line of thunderstorms with limited gaps and requested a southern detour from air traffic control, which was initially approved. As the gaps closed, the crew changed course back north to fly through what appeared to be a clear gap, but the aircraft entered a rap... | 16weather | 1,339,858 |
After receiving takeoff clearance, the captain advanced both thrust levers and at approximately 30 percent engine fan speed heard a loud bang accompanied by a brief engine two failure warning; the aircraft yawed right and the crew aborted the takeoff, bringing the airplane to a stop. An amber engine two not dispatchabl... | 0aircraft | 2,122,889 |
During a test of the emergency exit lights on the door behind seat 2R, the handle illumination failed but the lights activated when the cabin sidewall lights were turned on, except for the sidewall light on the door itself. Maintenance control grounded the aircraft due to a wiring fault and decided not to apply a minim... | 9incorrect/notinstalled/unavailablepart | 1,319,696 |
During a night taxi after landing on runway X X C, the pilot approached taxiway 2 and sighted a regional jet taxiing south on taxiway 2 converging at the 1‑2‑4 intersection, which was initially obscured by a blind spot. The pilot halted the aircraft abruptly to avoid a collision, while the regional jet turned onto taxi... | 8humanfactors | 2,159,595 |
While cruising at flight level three five thousand feet, the aircraft deviated upwind of a small stratoform cloud area after receiving reports of moderate conditions at flight level three seven thousand feet and a request to avoid clouds ahead. Radar showed no significant weather and only light chop was reported, yet t... | 16weather | 1,349,719 |
While taxiing to a gate after receiving clearance from ramp control, the crew stopped abeam a designated point; a tug driver, who had been instructed to give way, continued taxiing at speed and failed to comply with ramp control instructions, resulting in a near miss where the tug‑operated aircraft’s wing tip nearly st... | 8humanfactors | 2,152,585 |
The aircraft descended to 400 feet, well below the required 1,500‑foot crossing restriction, before reaching the final approach fix; air traffic control attempted to contact the pilot on multiple frequencies and finally through the tower, but the pilot only responded via the tower. The controller indicated pressure fro... | 13procedure | 1,423,493 |
Multiple primary and standby VHF radio transmitters in the Los Angeles arrival area (frequencies 124.05, 124.5E, 124.9, and 132.37) experienced intermittent outages, leaving the Rapid Deployment Voice Switch bypass set to an unused frequency. During an evening shift, the main transmitter on 132.37 failed, causing loss ... | 3atcequipment/navfacility/buildings | 1,314,074 |
During a push‑back, the crew was instructed to turn north onto the assigned taxiway after the push crew disconnected. The captain began the right turn before the aircraft had cleared the ramp edge, misjudging the taxiway angle, and the first officer warned of a taxiway light. The aircraft struck a taxiway lighting fixt... | 13procedure | 1,690,462 |
While on a visual approach to Charleston International Airport runway 23, the crew descended to the final approach fix altitude of 2,400 feet, which was below the prescribed altitude of 3,000 feet for that procedure, triggering a terrain aural warning and pull‑up alert; the pilot disengaged the autopilot, climbed back ... | 8humanfactors | 1,757,435 |
A harbor radar controller directed Aircraft X, arriving for a visual approach to runway 12, to descend from 3,000 feet to 1,600 feet to avoid multiple VFR targets, then issued a hard vector to heading 310 degrees and subsequently to 220 and 210 degrees, placing the aircraft beneath a cluster of low‑altitude traffic. Th... | 13procedure | 1,594,016 |
Approximately 1.5 hours into the flight at flight level 230 during descent, the pilot experienced sudden extreme fatigue and a tendency to drift. The pilot attributed the symptoms to rebreathing carbon dioxide while wearing a COVID‑19 face mask, noting that removal of the mask eliminated the drowsiness. No other enviro... | 8humanfactors | 1,750,245 |
During climb, the left bleed valve failed at 8,000 feet and the right bleed valve failed at flight level 320, causing a cabin altitude warning; the crew donned oxygen masks, requested priority handling, initiated the appropriate emergency checklist, descended, and landed safely at the nearest suitable airport. | 0aircraft | 2,208,112 |
Air traffic control cleared Aircraft X to an altitude of 11,000 feet but initially miscommunicated 10,000 feet before correcting the clearance and confirming the pilot's readback. The pilot descended below the cleared altitude, reporting 10,500 feet and subsequently 7,200 feet while attempting to intercept a RNAV appro... | 8humanfactors | 1,748,658 |
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