On 1 December 2020, a Viking DHC6-300 crew departing Wobagen set asymmetric power in response to directional control difficulties but this did not prevent the aircraft subsequently veering off the runway and into a ditch. Both engines were found to have been operating normally and with failure to complete takeoff checks resulting in the initial setting of asymmetric power. This was then followed by an unsuccessful attempt to regain directional control on the wet and deteriorated clay/silt runway surface without reducing power. Both pilots were experienced in the use of small airstrips generally and with Wobagen in particular.

On 11 September 2021, a Boeing 737-800 was instructed to discontinue an ILS approach to runway 34 at Aberdeen, climb to 3000 feet and turn left onto a westerly heading. With the Autopilot disconnected it approached the cleared altitude but before reaching it rapidly descended to just over 1500 feet above terrain before climbing away, the whole event occurring in IMC. The episode was attributed to crew overload in manual flight consequent upon the combination of the heading instructions, flap configuration changes and a complete absence of pitch trim. Both pilots’ pandemic-related lack of the usual operational recency was noted.

On 29 November 2017, a Boeing 737-900 on an ILS approach at Atlanta became unstable after the autothrottle and autopilot were both disconnected and was erroneously aligned with an occupied taxiway parallel to the intended landing runway. A go-around was not commenced until the aircraft was 50 feet above the ground after which it passed low over another aircraft on the taxiway. The Investigation found that the Captain had not called for a go around until well below the Decision Altitude and had then failed to promptly take control when the First Officer was slow to begin climbing the aircraft.

On 1 January 2020, an Airbus A350-900 made an unstabilised night ILS approach to Frankfurt in good visual conditions, descending prematurely and coming within 668 feet of terrain when 6nm from the intended landing runway before climbing to position for another approach. A complete loss of situational awareness was attributed to a combination of waypoint input errors, inappropriate autoflight management and communication and cooperation deficiencies amongst the operating and augmenting flight crew on the flight deck who were all type-rated.

On 10 June 2018, a Boeing 737-800 departing Amsterdam with line training in progress and a safety pilot assisting only became airborne just before the runway end. The Investigation found that the wrong reduced thrust takeoff performance data had been used without any of the pilots noticing and without full thrust being selected as the end of the runway approached. The operator was found to have had several similar events, not all of which had been reported. The implied absence at the operator of a meaningful safety culture and its ineffective flight operations safety oversight process were also noted. 

On 2 May 2015, a Boeing 777-200 deviating very significantly north of its normal route from Malabo to Douala at night because of convective weather had just turned towards Douala very close to 13,202 feet high Mount Cameroon whilst descending through 5000 feet, when an EGPWS TERRAIN AHEAD alert and ‘PULL UP’ warning prompted an 8,000 foot climb which passed within 2,100 feet of terrain when close to and still below the summit. The Investigation attributed the dangerous event primarily to a gross absence of the augmented crew’s situational awareness and the operator’s failure to risk-assess the route involved.

On 20 December 2019, an Airbus A318 making a tailwind ILS approach to Toulon-Hyères with the autopilot engaged and expecting to intercept the glideslope from above had not done so when reaching the pre-selected altitude and after levelling off, it then rapidly entered a steep climb as it captured the glideslope false upper lobe and the automated stall protection system was activated. Not fully following  the recovery procedure caused a second stall protection activation before a sustained recovery was achieved. The Investigation noted Captain's  relative inexperience in that rank and a First Officer's inexperience on type.

On 29 February 2020, an Airbus A320 inbound to Delhi lost separation against an outbound A320 from Delhi on a reciprocal track and the conflict was resolved by TCAS RA activation. The Investigation found that the inbound aircraft had correctly read back its descent clearance but then set a different selected altitude. Air Traffic Control had not reacted to the annunciated conflict alert and was unable to resolve it when the corresponding warning followed and it was noted that convective weather meant most aircraft were requesting deviations from their standard routes which was leading to abnormally complex workload.

On 18 September 2018, an Airbus A320 crewed by a Training Captain and a trainee Second Officer departing Sharjah was cleared for an intersection takeoff on runway 30 but turned onto the 12 direction and commenced takeoff with less than 1000 metres of runway ahead. On eventually recognising the error the Training Captain took control, set maximum thrust and the aircraft became airborne beyond the end of the runway and completed its international flight. The Investigation attributed the event to the pilots’ total absence of situational awareness noting that after issuing takeoff clearance, the controller did not monitor the aircraft.

On 3 November 2019, a Boeing 787-8 descending towards Barcelona experienced an unanticipated airspeed increase and the unduly abrupt manual pitch response which resulted in a large and rapid oscillation in vertical acceleration during an otherwise smooth descent resulted in two serious injuries, one to a passenger and the other to one of the cabin crew. It appeared that the cause of the airspeed increase was an unexplained vertical mode reversion from VNAV SPD to VNAV PTH about 20 seconds prior to the upset caused by the response to it.