On 21 July 2020, a Boeing 737-800 flight crew identified significant discrepancies when comparing their Operational Flight Plan weights and passengers by category with those on the Loadsheet presented. After examining them and concluding that the differences were plausible based on past experience, the loadsheet figures were used for takeoff performance purposes with no adverse consequences detected. It was found that a system-wide IT upgrade issue had led to the generation of incorrect loadsheets and that ineffective communication and an initially ineffective response within the operator had delayed effective risk resolution although without any known flight safety-related consequences.

On 3 January 2020, an Airbus A321neo crew found that the boarded passengers were seated such that the flight could not operate within the allowable flight envelope. Necessary reseating followed with a safety report filed. An internal investigation with State Investigation Agency awareness found that a systemic company IT issue was enabling invalid outputs. When the same aircraft’s inbound flight from Bristol was checked, a similar but undetected error was found to have resulted in that flight having operated outside the allowable flight envelope. Pending a permanent fix for the computerised load control system, manual checking procedures were immediately implemented.

On 30 May 2019, a DHC8-200 departing from Nuuk could not be rotated at the calculated speed even using full aft back pressure and the takeoff was rejected with the aircraft coming to a stop with 50 metres of the 950 metre long dry runway remaining. The initial Investigation focus was on a potential airworthiness cause associated with the flight control system but it was eventually found that the actual weights of both passengers and cabin baggage exceeded standard weight assumptions with the excess also resulting in the aircraft centre of gravity being outside the range certified for safe flight.

On 13 March 2013, smoke and fumes were immediately evident when the cable of an external GPU was connected to an ERJ170 aircraft on arrival after flight with passengers still on board. A precautionary rapid disembarkation was conducted. The Investigation found that a short circuit had caused extensive heat damage to the internal part of the aircraft GPU receptacle and minor damage to the surrounding structure and that the short circuit had occurred due to metallic FOD lodged within the external connecting box of aircraft GPU receptacle.

On 19 August 2013, a fire occurred in the right engine of a Douglas DC3-C on take off from Yellowknife. After engine shutdown, a right hand circuit was made in an attempt to land back on another runway but trees were struck and the aircraft crash-landed south of it. Emergency evacuation was successful. The Investigation found that a pre-existing cylinder fatigue crack had caused the engine failure/fire and that the propeller feathering pump had malfunctioned. It was found that an overweight take off had occurred and that various unsafe practices had persisted despite the regulatory approval of the Operator's SMS.

On 28 July 2013, with passengers still boarding an Air France Boeing 777-300, an abnormal 'burnt' smell was detected by the crew and then thin smoke appeared in the cabin. A MAYDAY was declared and the Captain made a PA telling the cabin crew to evacuate the passengers via the doors, only via the doors. The resulting evacuation process was confused but eventually completed. The Investigation attributed the confused evacuation to the way it had been ordered and established that a fault in the APU had caused the smoke and fumes which had the potential to be toxic.

On 23 April 2005, a Boeing 737-800 being operated by Turkish charter airline Sky Air on a passenger flight from Stuttgart to Dusseldorf tipped onto its tail when take off thrust was applied for the intended departure from Runway 25 in normal day visibility. The attempt to take off was immediately abandoned and the aircraft towed back to the gate for the 100 passengers to disembark. One of the cabin crew was slightly injured and the aircraft was severely damaged .

On 7 December 2003, a Boeing 737-800 being operated by SAS on a passenger charter flight from Salzburg, Austria to Stockholm Arlanda with an intermediate stop at Goteborg made a high speed rejected take off during the departure from Goteborg because of an un-commanded premature rotation. There were no injuries to any occupants and no damage to the aircraft which taxied back to the gate.

On 25 December 2003, a Boeing 727-200 being operated by UTA (Guinea) on a scheduled passenger flight from Cotonou to Beirut with a planned stopover at Kufra, Libya, failed to get properly airborne in day VMC from the 2400 metre departure runway and hit a small building 2.45 metres high situated on the extended centreline 118 metres beyond the end of the runway. The right main landing gear broke off and ripped off a part of the trailing edge flaps on the right wing. The airplane then banked slightly to the right and crashed onto the beach where it broke into several pieces and ended up in the sea where the depth of water varied between three and ten metres. Of the estimated 163 occupants, 141 were killed and the remainder seriously injured.

On 12 January 2003, a Boeing 737-800 being operated by Dutch airline Transavia on a passenger charter flight initially going from Rotterdam to Maastrict-Aachen was obliged to reject its take off on Runway 24 at Rotterdam after it pitched nose-up just after take-off thrust had been selected. The pitch up movement only stopped when the aft fuselage and the tailskid assembly contacted the runway and only when the flight crew rejected the take-off did the aircraft nose gear regain ground contact. The aircraft was damaged and unfit for flight but able to taxi back to the terminal to allow the uninjured passengers to disembark.

On 8 January 2003, a B190, operated by Air Midwest, crashed shortly after take off from Charlotte, NC, USA, following loss of pitch control during takeoff. The accident was attributed to incorrect rigging of the elevator control system compounded by the airplane being outside load and balance limitations.