synopsis stringlengths 89 1.16k | label class label 17
classes | acn int64 1.23M 2.31M |
|---|---|---|
Upon arrival the flight attendant was unable to board because excessive ground heat forced the aircraft to be shut down; maintenance then informed the crew that a faulty wing‑body overheat monitoring box required replacement, causing a multi‑hour delay. Poor hand‑off communication between maintenance, operations, and c... | 8humanfactors | 1,892,314 |
A flight progress strip in the radar display showed a flat line with no indication that the aircraft would enter a non‑radar sector, resulting in the aircraft being assigned an altitude that conflicted with nearby traffic on an airway 50 miles north of the center boundary; the error was detected by a manual strip scan ... | 13procedure | 1,586,296 |
The flight released without NOTAMs for the MYAM airport did not indicate the airport's recent name change, new part‑time Class D airspace, and updated Tower and Ground frequencies, causing the crew to miss the required call to Tower 20 nautical miles out. Upon arrival, the crew was instructed by the Tower on the approp... | 4chartorpublication | 1,618,903 |
While on a visual flight rules flight the pilot was instructed by approach control that radar service was terminated, to maintain visual flight rules, continue monitoring the approach frequency and retain the assigned transponder code; however, after overflying the destination airport the pilot did not initiate any fur... | 13procedure | 1,309,267 |
During a flight from ZZZZ to ZZZ, the crew obtained an IFR clearance on the ground but could not reach ground, tower, or departure frequencies because the tower had been shut down for staffing reasons; they self‑announced taxi and departure on the tower frequency, departed without tower clearance, and only established ... | 6environment-nonweatherrelated | 1,738,582 |
While cruising at flight level 450, the aircraft passed between two thunderstorms with tops at flight level 460 and encountered moderate to borderline severe turbulence, causing an uncommanded climb to 45,150 feet followed by a descent to 44,550 feet at approximately 750 feet per minute; the captain corrected the aircr... | 16weather | 1,740,130 |
While cruising at flight level one eight thousand feet in visual meteorological conditions, the autopilot failed and the pilot lost most primary flight instruments, causing the aircraft to roll hard to the left; the pilot regained control, leveled the airplane, and executed a right turn back to the base while remaining... | 0aircraft | 2,047,314 |
While being handed off from Minneapolis Center to Minneapolis Approach, the crew was cleared to descend to 4,000 feet and intercept the instrument landing system for runway 30L, but the controller, behind a saturated frequency, immediately reassigned them to a vector for runway 30R. The pilot flying accepted the runway... | 13procedure | 1,338,447 |
While on a straight‑in final approximately three miles from Runway 30 at Merced, the pilot observed another aircraft turning base and crossing his flight path, prompting an immediate go‑around and a right‑hand offset to keep the traffic in sight. The pilot extended the upwind leg, climbing to about 400 feet above patte... | 0aircraft | 2,294,686 |
During loading at the departure airport, ground personnel placed a battery‑powered scooter with its battery still installed into the aircraft cargo compartment without informing the flight crew of its presence, type, or whether the battery was secured. Upon arrival at the destination airport, ground crew notified the f... | 8humanfactors | 1,953,083 |
An approach controller delayed clearance for IFR aircraft X until it was northeast of the airport and then cleared it for a 3‑mile right base, later altering the plan to a shorter base based on traffic conditions. The local tower trainee then issued an abrupt heading 010° to aircraft X without specifying turn direction... | 5companypolicy | 1,421,514 |
A Cessna 185 operating at 5,000 feet northwest was handed off from the controller to Approach, which later assigned a lower altitude of 4,100 feet without coordinating the change with the controller who had previously secured 5,000 feet from Canadian air traffic control. The aircraft, lacking a functioning radio, desce... | 2airspacestructure | 1,491,770 |
The mechanic replaced the high pressure shut‑off valve on the left‑hand air cycle machine following the aircraft maintenance manual, but installed the insulation cover over a set of hydraulic loops that were not visible and not specifically identified in the manual. After the valve heated during operation, the hidden l... | 8humanfactors | 1,955,344 |
The pilot was cleared for takeoff from runway 12L but mistakenly landed on runway 12R after a series of touch‑and‑go operations and a go‑around. ATC then urgently directed the aircraft to a run‑up area at the end of the runway where several light aircraft were parked, causing the pilot discomfort due to jet blast proxi... | 8humanfactors | 1,745,963 |
A controller entered the reporting controller's airspace without coordination, occurring during the controller's first shift after an extended COVID‑related leave and while handling a traffic volume beyond their capability; the controller lacked D‑side or other support, and supervisory awareness of the workload was abs... | 6environment-nonweatherrelated | 1,777,558 |
A passenger dropped a cellular telephone under the seat where it became lodged, sparked, and began to emit smoke; flight attendants extinguished the fire with fire extinguishers, retrieved the device, placed it in a thermal containment bag, and confirmed it was no longer smoking. | 8humanfactors | 2,177,178 |
During cruise, a flight attendant reported a burning paper odor near Row 33, but no smoke was visualized. The flight crew initiated the smoke and fumes checklist from the Quick Reference Handbook while searching for the source. The odor dissipated within five minutes without any aircraft system changes or further indic... | 0aircraft | 1,797,833 |
While managing multiple simultaneous operations, the controller received coordination from the Jordan sector for Aircraft X to depart ZZZ on a 090 heading at flight level 130, but was told the aircraft was "not cleared" and mistakenly interpreted this as a visual flight rules status because the aircraft was below the m... | 13procedure | 1,564,114 |
During cargo loading, a supervisor inspected a unit load device container and discovered that the box containing dangerous goods had a strap over the top that was loose and not secured firmly enough to prevent movement; the supervisor contacted the warehouse manager, who dispatched an agent to the ramp to correct the s... | 8humanfactors | 1,733,093 |
While Aircraft X was on vectors for an instrument landing system Runway 13 Right approach at Beaver County Airport, the controller observed an unauthorised visual flight rules aircraft lacking Mode‑C transponder data converging toward the localizer and issued a left turn away from the traffic. The visual flight rules a... | 2airspacestructure | 1,392,254 |
During the approach to runway XX, the landing gear lever was selected down but the landing gear panel displayed red UNLK (unlocked) and no gear‑door opening noise was heard, indicating a failure of the gear to extend and lock. The crew confirmed the gear was not down, leveled at 6,000 feet, requested a go‑around, and a... | 0aircraft | 1,788,957 |
Approximately five minutes after takeoff at about 2,500 feet above ground, a large bird impacted the lower front edge of the first officer's windscreen, leaving debris and a visible crack in the outer window. The captain elected to return to the departure airport, notifying air traffic control, dispatch, and cabin crew... | 6environment-nonweatherrelated | 1,932,957 |
While flying a 030-degree heading at 5,000 feet and initiating a shallow descent to intercept the ECEUS waypoint at 3,400 feet, the crew descended below the planned crossing altitude of 4,300 feet and received a terrain pull‑up warning at 4,800 feet; after applying the touch control steering and leveling the aircraft, ... | 8humanfactors | 2,096,377 |
During on‑the‑job training, the trainee incorrectly issued Aircraft X an altitude of eight thousand feet after the pilot reported being cleared to four thousand feet, resulting in the aircraft climbing to six thousand feet—above the pilot’s actual altitude of four thousand two hundred feet but still below the minimum i... | 2airspacestructure | 1,682,678 |
After ZZZ Approach cancelled an altitude restriction, the crew climbed to 6,500 feet to practice maneuvers; a nearby training aircraft reported an untracked aircraft in the area, prompting a visual search, during which a bright yellow crop duster descended and passed approximately 100 feet directly over the crew's airc... | 8humanfactors | 1,749,033 |
The aircraft's battery was replaced after maintenance records indicated low voltage that prevented the auxiliary power unit from starting; the storage procedure required the battery to be disconnected to avoid discharge, which was likely not followed, leading to battery drain while the aircraft was parked under changin... | 5companypolicy | 1,753,682 |
Shortly after climbing to flight level 310, the left engine displayed an overheat indication on the Engine Indicating and Crew Alerting System, prompting the flight crew to execute the Boeing 767 left engine overheat checklist and reduce thrust, which cleared the warning. After notifying dispatch, maintenance control, ... | 0aircraft | 1,902,786 |
During a low‑traffic period on a north‑flow deicing configuration, Aircraft X landed on runway XXL after receiving a medium‑good braking action report, but after touchdown the crew experienced a total loss of wheel braking while decelerating, prompting the pilot to request emergency reverse thrust and to inform tower; ... | 16weather | 1,768,389 |
After departing from ZZZ, Aircraft X returned to the gate because cargo loading was incomplete and no final weight manifest was issued, though a dangerous goods summary was available. The cargo was rechecked, passengers partially disembarked, and the aircraft was cleared to depart after confirming no dangerous goods we... | 8humanfactors | 1,735,390 |
Air traffic control informed a pilot that a temporary Stinger Military Operations Area, active from 6,000 to 20,000 feet, lay directly in his planned route and offered a deviation to the right; the pilot indicated the area was not shown on his charts and questioned how a visual flight rules pilot could obtain such info... | 4chartorpublication | 1,371,657 |
An instrument flight rule arrival aircraft approaching runway 13R was cleared direct to the final approach fix and instructed to turn left to avoid an unidentified aircraft departing from runway 5C1, but the unidentified aircraft altered course northward, forcing the arrival to execute a larger right turn; the unidenti... | 2airspacestructure | 1,543,187 |
During a commercial pilot training flight, the student received an instruction to taxi to runway XX via taxiway 1 and hold short of taxiway 2 for landing traffic, but misinterpreted the hold‑short requirement and crossed the hold‑short line onto taxiway 2 while traffic was landing. The instructor, noticing the incursio... | 8humanfactors | 2,177,151 |
During taxi-in, the crew detected an abnormal noise from an overwing pack, which later failed completely after two resets, leading Maintenance to declare the pack MEL (minimum equipment list) and require a return. The aircraft, fully boarded for an international overwater flight, faced altitude restrictions: the MEL li... | 12mel | 1,355,769 |
During taxi at Newark Liberty International Airport, the crew received conflicting and delayed clearances from ground and tower controllers regarding whether to use runway 4L or runway 4R, leading them to start engine 1 early, request runway confirmation multiple times, and run the runway change checklist three times w... | 13procedure | 1,591,828 |
After the aircraft was blocked in, the ramp agent reported that the cargo container placed in position seven right had been loaded with an incorrect weight, being recorded as 4,220 pounds when its actual weight was 8,380 pounds, exceeding the position's maximum allowable weight of 6,152 pounds by 2,228 pounds. | 13procedure | 1,476,740 |
At approximately 80 to 100 knots during the takeoff roll, air traffic control cancelled the aircraft's takeoff clearance because crossing traffic was present downfield, creating an unsafe condition for departure. The flight crew executed the rejected takeoff procedure, cleared the active runway, and taxied to a holding... | 0aircraft | 2,290,868 |
During a change from noise‑abatement runway 34L/34R to normal runway 16L/16R, Ground Control approved an opposite‑direction arrival (Aircraft Y) to runway 34R while Aircraft X was on final to runway 16L, violating the new opposite‑direction operation requirement that the second aircraft be at 15 NM or greater when the ... | 13procedure | 1,242,646 |
During the takeoff roll at approximately 85-90 knots, the pilot monitoring saw a large owl fly beneath the nose and right side of the aircraft and heard a loud thump, indicating a bird strike. The captain initiated a rejected takeoff, completed the Quick Reference Checklist actions, exited the runway, and returned to t... | 6environment-nonweatherrelated | 1,621,471 |
A smaller single‑engine aircraft taxied through a known asphalt divot in the parking area at gate XX, Toronto Pearson International Airport, and became stuck, requiring 71% thrust on the operating engine and immediate braking to resume movement. Ramp personnel knowingly marshaled the aircraft beyond the painted stop li... | 0aircraft | 2,289,681 |
During the initial takeoff, maximum engine power was applied but the aircraft failed to gain altitude. Shortly after passing the runway end, the crew notified air traffic control of the inability to climb and elected to execute a circuit to land. | 0aircraft | 2,265,722 |
The pilot, fatigued from insufficient rest, performed only a cursory preflight inspection after a break and failed to notice that the right wing fuel tank cap was missing. During flight, the left fuel tank gauge fluctuated while the right gauge remained steady, and the aircraft developed a rolling tendency, prompting a... | 13procedure | 1,445,827 |
During the COVID-19 pandemic, a flight training center instructor reported that the facility had insufficient hand sanitizer, bleach solution, and cleaning wipes, while pilots who had traveled internationally were not tested or quarantined before entering the building. Instructors and trainees were required to occupy e... | 5companypolicy | 1,738,143 |
During a busy period, the en‑route controller changed the aircraft's arrival procedure four times within approximately four minutes, issuing successive clearances to fly to a fix at different altitudes. The pilot missed the crossing restriction because the clearance had been altered, requiring a vector for descent. The... | 6environment-nonweatherrelated | 1,446,165 |
During a visual approach to runway X, the first officer, a low‑time pilot, delayed reducing speed after gear down and flaps thirty were selected, misjudging the 3.5 NM distance from the final approach fix. Although the aircraft was fully configured by 1,000 feet above field elevation, it remained at approximately 165 k... | 8humanfactors | 1,744,131 |
During deicing, the crew repeatedly requested aircraft communication addressing and reporting system final data because runway XXC did not auto‑load; after several attempts they entered an incorrect takeoff weight from a paper source and manually loaded it for runway XXC. The aircraft rotated with the erroneous weight,... | 8humanfactors | 2,087,267 |
During climb to flight level three hundred forty on Aircraft X, the right environmental control system pack was deferred for a temperature valve issue, and the aircraft departed from a high‑altitude airport. Approximately one and a half hours into the flight, a master warning and Engine Indication and Crew Alerting Sys... | 0aircraft | 1,829,493 |
After reaching cruising altitude, the crew received a partial route clearance from Toronto centre to VHP without a full clearance and refused it, requesting a complete clearance or a hold. Subsequent ATC re‑routes to ORD and a direct VHP‑SPI‑PNT‑TRTLL2‑ORD clearance were issued, which the crew judged unaffordable given... | 16weather | 1,289,672 |
Air traffic control activated a conflict alert between an instrument flight rules aircraft at approximately 29,000 feet and a mode C transponder target transmitting beacon code 1200 at roughly 29,300 feet, suspecting the target had a faulty altitude reporting transponder. The controller advised the IFR aircraft of the ... | 3atcequipment/navfacility/buildings | 1,291,067 |
Aircraft X on a visual approach to runway 35 executed a go‑around after detecting a landing gear problem and requested hold while troubleshooting. The controller instructed the aircraft to join the local pattern, maintain visual flight rules, and execute left‑traffic sequencing to separate it from other traffic, later ... | 13procedure | 1,263,591 |
Two aircraft deviating south around a weather cell were being sequenced by a controller who intended to descend the trailing aircraft but instead cleared the leading aircraft to 3,200 feet, incorrectly displaying the altitude in the surveillance data block. The controller realized the error immediately after the cleara... | 8humanfactors | 1,756,524 |
During removal and replacement of a potable water system pressurization air compressor that was listed on the minimum equipment list, maintenance personnel found the air pump and cannon plug extremely hot; the minimum equipment list did not require the circuit breaker to be pulled or the cannon plug removed, creating a... | 12mel | 1,257,463 |
During a cross‑country flight review, a private‑pilot student flying the aircraft approached with flaps set to 20 degrees and at a higher than normal approach speed despite reported winds of 310 degrees at 17 knots gusting to 27 knots. After clearing runway‑end trees, the student cut power and pitched down, causing the... | 13procedure | 1,485,960 |
During troubleshooting of an audio squeal at the Captain's cockpit station, maintenance technicians discovered that the audio management unit in the electrical/electronic system was overheated because the rack cooling plugs were filled with a rubber plug. The aircraft, less than two weeks old, had inadvertently left th... | 11manuals | 1,772,594 |
While descending to approximately 12,000 feet for the approach to airport ZZZZ, both the captain's and first officer's flight management systems timed out and lost all navigation data, prompting the crew to assume direct manual control, disconnect the flight director and autothrottles, and request vectors to the locali... | 13procedure | 1,829,214 |
During landing at Andros Island Airport, light variable winds caused parachute jumpers released from a jump aircraft to drift eastward toward the runway, placing two parachutes on the ground and one on the runway edge. The drop zone was located across the center of the runway, directly in the aircraft’s path, creating ... | 2airspacestructure | 1,734,045 |
During an ILS approach with a 300‑foot ceiling, the captain disengaged the autopilot at approximately 100 feet but could not silence the aural warning. The first officer, attempting to silence the warning, mistakenly pressed the autopilot engage button on the guidance panel three times below 50 feet, re‑engaging the au... | 8humanfactors | 2,083,373 |
While cruising, the aircraft entered a holding pattern for over 30 minutes because a thunderstorm forced the destination airport to close, requiring the crew to remain airborne. During this extended period, both the pilot and the flight attendant experienced dizziness, which they attributed to continuous mask use throu... | 5companypolicy | 1,746,463 |
During rudder lubrication on an aircraft returning from storage, technicians damaged the rudder while removing the flight control lock because only one person was present and hydraulic pressure was applied to move the rudder instead of using a second person to manually relieve lock pressure, contrary to the applicable ... | 8humanfactors | 1,750,671 |
During taxi on a non‑towered airport with wind from 160° at 8 kt, the reporting pilot followed two banner‑tow aircraft (Aircraft X) to Runway XX and departed about 15 seconds behind the second tow plane, assuming they would remain clear of the active runway. Instead, the tow pilots executed a low‑altitude left turn to ... | 13procedure | 2,018,069 |
While climbing out of San Juan, the first officer, acting as pilot flying, entered a direct clearance to the VANZE intersection in the flight management computer, mishearing the San Juan Center controller's instruction due to a similar‑sounding VENDS intersection and a language accent. The captain read back the clearan... | 4chartorpublication | 2,082,101 |
After takeoff from airport ZZZ, the first officer received a warning that the aft cargo door was not closed at approximately 5,000 feet above mean sea level. Inspection after landing revealed that the primary latch of the aft cargo door had failed while the secondary latch prevented the door from opening fully in fligh... | 7equipment/tooling | 1,469,016 |
A maintenance routine identified that the P/N XX-XXX-YY part on Aircraft X was expiring within 45 days, prompting its replacement with the alternate part P/N XX-XXX-XX, which had been previously listed in the illustrated parts catalog. The alternate part was activated in the maintenance system to allow procurement, but... | 8humanfactors | 1,750,965 |
Aircraft X was cleared for takeoff and instructed to maintain 12,000 feet and a maximum speed of 230 knots, but the controller failed to initiate the required westbound turn on the LINDZ8 departure and did not resume the left turn after the pilot reported responding to a resolution advisory with Aircraft Y on final app... | 13procedure | 1,229,382 |
During leg five of a five‑leg flight, the captain exceeded the maximum operating speed while leveling off from a climb in clean configuration at 8,000 feet above mean sea level, although the filed cruising altitude was 7,000 feet and terrain required the higher altitude. The crew was distracted by conflicting multi‑fun... | 8humanfactors | 1,749,885 |
While flying at 4,000 feet mean sea level due to a short flight profile and an icing minimum equipment list restriction, the aircraft was vectored by Jacksonville approach and, about 10 nautical miles southwest of Leesburg on a bearing of 239°, visually identified three hang gliders within approximately 200 meters on t... | 2airspacestructure | 1,253,518 |
During a night instrument landing system approach to runway 08 at San Juan, the aircraft was cleared to descend to 2,500 feet and intercept the localizer, with the approach/land mode armed. While intercepting, a weak or intermittent glide slope signal caused the flight management system to command an abrupt pitch‑up an... | 3atcequipment/navfacility/buildings | 1,809,599 |
An air traffic controller cleared Aircraft X for an instrument flight rules departure from AST to ZZZ, climbing to 5,000 feet, while multiple other aircraft were operating in the area without coordinated communication. During climb, the controller issued two traffic advisories, the second indicating an aircraft 7 nauti... | 13procedure | 2,108,951 |
During cruise the aircraft experienced a pressurisation system failure that triggered a cabin altitude warning, causing an uncommanded descent to approximately 9,000 feet near airport ZZZZ. The crew, including the relief pilot, coordinated a hold, obtained weather data, and decided to divert back to airport ZZZ due to ... | 0aircraft | 2,035,409 |
During flight the crew requested priority handling for a loss of green system hydraulic indication, after which autopilot one failed at approximately flight level two thousand. On final approach an amber cabin pressure warning displayed with the outflow valve closing, followed by a continuous thrust levers not set mess... | 0aircraft | 2,096,957 |
After departing Runway XX the pilot was advised of two light‑moderate rain cells and, uncertain of their position, elected to return to the departure airport; ATC instructed the aircraft to maintain its current heading while a new clearance was prepared. While flying in instrument meteorological conditions the aircraft... | 16weather | 1,729,325 |
Approximately 1 hour and 30 minutes after departure, the aircraft experienced multiple Global Positioning System jamming indications that persisted for over 20 minutes, preventing the crew from achieving the required Required Navigation Performance for the airspace; ATC was notified and confirmed the jamming was due to... | 6environment-nonweatherrelated | 1,981,392 |
During the final leg of a three‑day trip, the crew landed at an airport with a snow‑rain mix, reduced visibility and strong gusty crosswinds while operating with a stale runway condition code (RCC 5/5/5) that was over 16 hours old and had not been updated despite the deteriorating weather. Fuel was marginal, prompting ... | 16weather | 1,775,620 |
A private pilot holding a Section 333 waiver and blanket Certificate of Authority believed that verbal authorization from the tower controller satisfied the requirement to operate a commercial unmanned aircraft within five miles of a towered airport, and after contacting the tower and receiving clearance, conducted thr... | 13procedure | 1,335,915 |
The dangerous goods paperwork for a flight to ZZZ listed live animals only in positions 2L and 5L, but a horse was actually loaded in position 4R; the ramp agent and dangerous goods personnel could not provide a corrected manifest, so the flight crew manually amended the paperwork with pen and ink after visually confir... | 8humanfactors | 2,228,217 |
During flight, the flight crew attempted to retract the landing gear but observed that the gear did not retract, prompting them to execute an air return maneuver to address the gear retraction failure. | 0aircraft | 1,839,042 |
The pilot was cleared for takeoff on Runway XX and, at approximately 60 miles per hour rotation speed, experienced a substantial shimmy in the aircraft’s nose and rudder pedals, prompting an immediate abort. After retarding the throttle, a loud cracking noise was heard from the forward section, the nose pitched down, a... | 0aircraft | 1,985,238 |
During a push from the gate, the ramp agent/tug driver failed to attach the tow bar to the aircraft, causing the aircraft to roll backward four to five feet when the parking brake was released. The captain observed the tug driver’s head appearing in the cockpit and applied the brakes, stopping the aircraft. The tug dri... | 8humanfactors | 2,094,464 |
The air traffic controller observed runway visual range readings indicating about one mile visibility, while the automatic terminal information service reported seven miles and an aircraft located 13 miles from the airport reported sufficient visibility. The discrepancy was caused by tower windows being covered with a ... | 6environment-nonweatherrelated | 1,359,930 |
During initial descent into the airport, the aircraft experienced engine roughness and a loss of power of 300 to 400 revolutions per minute; the pilot applied carburetor heat, but power continued to degrade, prompting a request for priority handling and activation of the emergency transponder code 7700, after which the... | 0aircraft | 1,830,641 |
During troubleshooting of an anti‑skid status message, maintenance personnel discovered that the magnetic flux ring was missing from the number five main landing gear wheel assembly, prompting a replacement of the wheel assembly at a later date. | 13procedure | 1,750,510 |
After confirming with Orlando approach that all active restricted areas were south of the flight, the instructor diverted the student aircraft to runway 2RR and landed. During climb out and northbound departure, Miami Center advised the aircraft was inside an active restricted airspace, but the pilot’s G1000 avionics a... | 4chartorpublication | 1,774,730 |
An aircraft departed ZZZ1 airport and requested a visual approach to ZZZ airport, but the controller informed the pilot that ceilings were too low and instructed a vector for the instrument landing system XX. The controller mistakenly believed the aircraft had passed the 3,200 foot minimum vectoring altitude area and, ... | 8humanfactors | 1,863,591 |
While climbing through 37,600 feet, the vertical navigation speed mode allowed the indicated airspeed to fall into the yellow speed arc, causing the aircraft to pitch down and the autothrottles to retard; the captain manually intervened, disengaged autopilot, and the first officer disconnected the autothrottles and app... | 0aircraft | 2,115,463 |
The pilot, flying a rented aircraft under Part 91, departed from ZZZ1 and proceeded to ZZZ airport where NOTAMs indicated a runway in poor condition. Without ATIS or AWOS and unaware of the runway wind, the pilot attempted a straight‑in approach, then opted for a soft‑field landing after realizing the runway was deteri... | 1airport | 2,100,043 |
During preflight, the crew neglected to brief the exit row procedure for Aircraft X because they were occupied with resolving three oxygen mask malfunctions. After takeoff, the flight attendant was briefed in the air to address the missed briefing. | 8humanfactors | 1,754,091 |
A certified flight instructor and student reported to the control tower that they were 5.5 nautical miles southwest of the airport and intended a 45-degree entry. A second aircraft, also 8 nautical miles southwest, announced it was entering a 45-degree left downwind for the same runway and the instructor altered to an ... | 13procedure | 2,020,241 |
While cruising at approximately 2,500 feet above mean sea level nine miles northwest of LWC and heading northwest, the pilot observed a small aircraft on his left side (approximately 8 o'clock). The small aircraft passed beneath his flight path, then turned and climbed toward his right side (approximately 5 o'clock), a... | 8humanfactors | 1,805,213 |
During a flight with a sick passenger, the crew attempted to contact the medical assistance service via the Aircraft Communications Addressing and Reporting System and the Aeronautical Radio, Incorporated using VHF frequencies from the release, but voice quality was poor and a second frequency provided no improvement; ... | 8humanfactors | 1,732,111 |
While on final approach at approximately 1,700 feet above ground level, the pilot was cleared to land after the tower had previously cleared a departing aircraft to line up and wait on the same runway; the departing aircraft then received takeoff clearance at about 1,500 feet above ground level but delayed its roll, ca... | 13procedure | 1,244,376 |
During takeoff from airport XXL, the leading edge flaps transit amber light stayed on while the leading edge flaps remained extended after flap retraction. The captain transferred control to the first officer, initiated the non‑normal leading edge flaps transit checklist, coordinated with air traffic control to climb t... | 0aircraft | 2,175,582 |
At approximately noon, while managing increasing VFR and IFR traffic, the controller's primary 126.0 MHz radio failed due to scheduled maintenance, and none of the backup communication devices (including the pet, brick, and dim light gun) functioned for about 15 minutes. During the outage pilots resorted to using the 1... | 3atcequipment/navfacility/buildings | 1,892,262 |
A flight attendant experienced an inadvertent slide deployment while both crew members were seated in their assigned jump seats performing door arming and disarming procedures. The crew had attempted to swap positions but were unable due to differing sequence numbers, resulting in the attendant remaining in position X ... | 0aircraft | 2,285,975 |
During pushback, the aircraft tug became detached from the tow‑bar while headset communication with the tug driver was lost, after the tug experienced slippage while maneuvering the aircraft near the non‑movement line for taxiway Alpha. The flight crew, unaware of the detachment, continued forward movement until the Fi... | 1airport | 1,875,743 |
While climbing through flight level 240, the crew heard a loud bang and discovered a left‑hand forward side window had cracked, prompting initiation of the cracked window emergency checklist. Mid‑check, the cabin began to depressurize, leading the crew to request and then obtain priority descent clearance to 10,000 fee... | 0aircraft | 2,012,920 |
Two near‑collision incidents occurred near Longmont airport: the first aircraft and the reporting pilot were at the same altitude over Union Reservoir, attempted multiple calls on the 123.175 MHz practice area frequency, and only visual wing‑wave signaling led to awareness; the second encounter was south of Longmont he... | 8humanfactors | 1,918,823 |
During a solo flight the pilot completed a normal left‑turn pattern and landed on runway XX, but overcorrected to the right after touchdown and attempted a go‑around, striking a runway edge light which punctured the left fuel tank and caused a large fuel leak. The pilot subsequently entered another pattern, contacted t... | 8humanfactors | 1,738,229 |
The left-hand side offset procedure information for runway 28C at Chicago O'Hare International Airport was found to be inaccurate; the referenced point BB no longer exists and the corresponding taxiway BB is absent, resulting in a mismatch between the published left-hand side offset data and the actual distances shown ... | 4chartorpublication | 1,995,668 |
While descending the CHOWW3 arrival into Las Vegas, the crew discovered they would be 750‑1,000 feet above the required 16,000‑foot altitude at CHOWW due to ATC speed changes and metering; after requesting altitude relief, ATC insisted on the altitude constraint, prompting the crew to increase descent rate and temporar... | 13procedure | 2,204,717 |
A controller in sector X instructed two aircraft above thirty-three thousand feet to descend to thirty-one thousand feet but failed to coordinate the descent with sector Y, claiming it was not his responsibility; this misinterpretation of coordination procedures created a risk of loss of separation at thirty-two thousa... | 13procedure | 1,307,600 |
ATC vectored the aircraft onto a downwind for runway 24 and then issued a 010° vector while clearing a visual approach, causing the crew to descend to 1,000 feet and turn base to final less than 3 nautical miles from the runway. Because the vector created a steep 129° intercept, the crew had to estimate altitude and di... | 8humanfactors | 1,732,405 |
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