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| <span style="font-size:medium; font-weight:normal;">[[A320, vicinity Naha Okinawa Japan, 2014|Complete lack of situational awareness and failure of monitoring at a self evidently critical stage of flight]]</span>
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| <span style="font-size:medium; font-weight:normal;">[[B737, Gran Canaria Spain, 2016|Knowing that a runway is closed, would you not question a clearance to take off from it?]]</span>
<span style="color:#AAAAAA;"><sup>posted 10 April 2017 in [[:Category:Accidents and Incidents]]</sup></span>
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<span style="color:#AAAAAA;"><sup>posted 17 April 2017 in [[:Category:Accidents and Incidents]]</sup></span>
  
On 28 April 2014, an aircraft making a precision radar approach in IMC began descent from 1,000 feet QNH at 6nm from touchdown with the autopilot engaged and continued it until successive EGPWS 'PULL UP' Warnings occurred. Minimum recorded radio height was 242 feet with neither the sea nor the runway in sight.
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On 7 January 2016, an aircraft was inadvertently cleared by ATC to take off on a closed runway. The take-off was commenced with a vehicle visible ahead at the runway edge. Investigation attributed the controller error to "lost situational awareness" and noted that the pilots had, on the basis of the take-off clearance, crossed a lit red stop bar to enter the runway without explicit permission.
  
<div style="text-align:right;">[[A320, vicinity Naha Okinawa Japan, 2014|'''''Read more >>''''']]</div>
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<div style="text-align:right;">[[B737, Gran Canaria Spain, 2016|'''''Read more >>''''']]</div>
 
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Revision as of 14:16, 14 April 2017