The aircraft lost part of its engine cowling on one engine before landing resulting in minor damage.

The 737 made a safe diversion to Curitiba following an inflight engine malfunction.

The arriving E-175 has descended to 1900 feet for an arrival from the north to runway 19 at Washington National Airport. About 5 miles north of the airfield, it came into seperation conflict with the Republic Airlines ERJ-135 (RP 3071) that proceeded on a northwesterly climb-out heading after it had departed runway 19 at DCA. The E-175 was then vectored to a full orbit when another seperation conflict arose with another Republic Airlines jet (YX 3329) from DCA which took off there a minute after the ERJ-135.  All aircraft reached their resp. destinations without problems. The closest proximities in both situations were 0,83 nautical miles (NM) and 2,07 NM. The FAA emphazised that there neighter aircraft was put on a direct collision course although seperation minumums may have been breached. 

The aircraft was descending to Denver, about 25 miles outside the airport, when it collided with a bird. The bird smached against the upper nose area resulting in a large hole in the radome. The pilots were able to continue the approach normally and made a safe landing. Engines and undercarriage remained undamaged. Exact extent of damage is unknown but according to an airline statement, the airspeed indication became unrealiable because of a damaged pitot tube. 

The A320 is suspected to have received substantial damage in a hard landing at Khabarovsk. Earlier on the flight, the pilots elected to return to Khabarovsk following gear retraction problems during climb-out. After the landing, the aircraft was taken out of service and had not flown for at least 5 weeks. A special repair team fom the manufacturer was dispatched to assess the damage and poss. to carry out provisional repairs.

During approach to Mont Joli in clear weather, the pilots eroneously spotted what they believed was the runway  at their destination. The flight was continued visually until the aircraft landed on the runway at Rimousky Airfield, which is situated about 10 miles to the southwest of their destination. After realizing their error, the pilots took off a few minutes later and made a safe landing at Mont Joli. Rimousky is one of several uncontrolled airfields where no local ATC is available.

The aircraft received significant damage in a tailstrike landing occurence upon touchdown. 

On landing runway 33R in calm winds and good visibility, the aircraft experienced tailstrike resulting in unknown fuselage damage. Nobody was hurt.

Whilst flying en-route at 34000 ft., the pilots expereinced problems with the fuel system and elected to divert to Budapest. On approach the pilots declared fuel emergency because the right hand fuel tank became unavailable. However a safe landing was made. Post flight investigation revealed a faulty fuel valve as cause.

Due to circumstances unknown, the pilots rejected the take-off run from runway 27R at high speed. The arcraft safely slowed down to taxy speed but eventually nine tires deflated automatically because of intense braking heat making the 747 immobile at taxyway "Mike"..

During a preflight engine run-up or line-up on runway 03/21 the aircraft suffered unknown engine damage (GEnX-1B) spreading debris on the approach end of the runway. A small fire was set off on the adjacent grass but quickly contained by airport fire brigade. The airport was forced to shut down for 70 minutes as a result. At the time, the main runway was closed for repair works. The 787 in question was manufactured at the Charleston plant as line number 54 (ZA 238) and is due to be delivered to Air India (as VT-ANJ) later this year.

Shortly after take-off the 737 experienced birdstrike prompting the pilots to discontinue further climb at 4000. After entering hold, after checking with dispatch, the flight was redirected to divert to Hahn (distance from Bremen about 360 km) where the aircraft made a safe landing.

The 767 safely diverted to Sapporo Airport after the crew reported generator failure in an engine when flying en-route over Khabarovsk (Russia).

During ground dispatch at the gate, a mobile airstair driver accidentaly collided with the left wingtip. The damaged winglet was removed and the aircraft departed with starboard winglet only.

The aircraft experienced a fuel emergency situation on approach to Valencia Airport in which at least one engine failed because of a suspected fuel starvation. Previously, the A340 had to make a go-around at Madrid because of severe weather conditions. The flight then proceeded  on a westerly heading to avoid thunderstorm (CB) activity and continued the climb-out to 28000 ft. until the pilots chenged course to the east and elected to divert to Valencia. Upon arrival at Valencia the aircraft had only half of the minimum fuel reserve in the tanks. The incident is being investigated.

During a post-flight inspection, damage was detected to the right horizontal stabilizer. An investigation has been opened.

On landing the aircraft ingested a bird into an engine resulting in minor damage. The 777 proceeded safely to the gate.

On approach to runway 30L at Minneapolis-Intl Airport, a bird impacted the aircraft causing damage to right hand leading edge. The pilots safely continued the aprpoach and made a normal landing. 

Soon after tek-off fom runway 27R, the aircraft experienced birdstrike. The flight safely returned to Heathrow Airport about 20 minutes later. 

The 737 safely returned to land following a hydraulic problem with the left engine #1 in the early cruise phase. 

The aircraft was substantially damaged in a hard landing at Bolshoe Gryzlovo Airport in which both pilots received unknown injuries. The aircraft came to a stop on the grass with its nosegear and left maingear broken. There were no information yet about any circumstances of the accident. The aircraft suffered severe damage to its nose, foreward fuselage, left engine and left wing. 

The MD-90 safely diverted to Louisville Airport following the inflight shutdown of the right hand engine #2 because of unknown technical problems. 

Shortly after take-off the pilots received indication of abnormal engine vibrations, discontinued the climb at 9000 ft. and returned for a safe landing at Sydney.

During climb-out near Dubai Airport, the crew reported a tire problem but continued to the destination. On approach to Kuwait City, the pilots requested a low-pass over the runway with gear down, to allow tower personnel to visually inspect the landing gear. However, the aircraft made a safe landing on runway 33L.

The A380 safely returned to land after the pilots experienced engine problems (RR Trent 970) during climb. 

On landing runway 30 in calm winds, the aircraft drifted to the left of the final approach track forcing the pilot to increase bank angle to the right to compensate. However, the aircraft did not properly align with the extended centerline and the increased bank angle persisted until the right wingtip struck the runway surface with force. The pilots then abandoned the landing and initiated a go-around maveuvre with the right outer wing in a badly damaged condition. The outer 80 cm were bended upwards in an approximate 20° angle. The pilots elected to to attempt a second landing at La Serena and diverted to Copiapo (160 NM to the north) where the 737 safely landed. According ot local aviationists, the flight passed the centerline at a very late stage immediately before touchdown and never got established on final approach. 
YOUTUBE VIDEO OF THE LANDING.

On landing at Lahore Airport the aircraft experienced birdstrike reportedly resulting in significant fuselage damage. The landing run was safely completed and the 747 reached its final parking position without further problems. There were no injuries among passengers or crewmembers. The exact extent of damage is unknown at present. 

During landing run in intense rainfall on runway 18 at Pekanbaru-Sultan Syarif Kasim 2 Airport, the aircraft veered off the left side of the runway coming to a standstill with all gears on soft ground. The 737 came to rest close to the threshold of the opposite runway 01. Passengers deplaned via mobile airstairs. It appeared there was no structural damage to the aircraft. the airport was forced to close for hours until the aircraft was removed back to paved ground. 
WIBB WEATHER: 170800Z 02007KT 8000 RA SCT016 25/23 Q1007

The aircraft was parked on the ramp overnight when B. Hedglin (a former Skywest pilot) got onboard without authorization. He backed up  the aircraft, started the engines and began to taxy until its left outer wing collided with the adjacent jetway and the wall of a terminal building. Half of the wing was sheared off. The Canadair the left the apron, crossed the airport parking lot until it rolled down an embankment and nosed over where it came to a stop. It became clear that Hedglin was obviously trying to steal the plane and then commited suicide after realizing that his plan failed. Hedglin was suspected to have murdered another person and was fugitive at the time. The FBI is leading the investigation and the aircraft was removed by crane and by truck for further investigations. The aircraft is believed to be damaged beyond economical repair.

Soon after the aircraft took off from Simikot on a flight without passengers, the left wing struck a makeshift electricity pole resulting in unknown damage. At the time the pilots had entered a steep bank to the left. The pilots safely returned to land. According to other sources there were five passengers on board.

Immediately after becoming airborne, the aircraft collided with a large bird resulting in abnormal engine vibrations and unusual engine noises. The 737 safely returned to land at Tyumen. 

The pilots discontinued the climb-out a couple of minutes after take-off from runway 25R because of unknown engine problems and safely returned to land at Brussels. 

The 757 safely diverted to St. john´s, after the pilots were forced to shut down an engine during cruiseflight at 39000 ft. 

During climb-out, the aircraft experienced lightning strike prompting the pilots to return to Tallinn Airport where the aircraft made a safe landing. 

The aircraft safely diverted to Frankfurt Airport after the pilots experienced problems with an engine during cruisefliught at 36000 ft. 

The aircraft safely returned to land at Norwich after an engine ingested a bird shortly after take-off. 

Whilst taxiing from its parking stand in front of the terminal to the assigned departure runway, one of the wings collided with a stationary C-130 Hercules military transport plane (NAF 917) resulting in damage to both aircraft. There were no reports about any injuries among both aircraft.  The left wingtip and external wingtank #1 was slightly damaged but there was no fuel spillage. The incident is under investiagtion. A spokesman of the airline blamed inadequate apron markings not taking into account the larger wing dimensions of modern jets as reason for the collision.

About 10 minutes after take-off, whilst flying at an altitude of 6500 fet., the aircraft experienced severe pitch and roll oscillations. Despite control psoblems the pilots managed to return for an emergency landing to runway 34 at Yellowknife and braked to a safe stop. Post landing inspections showed a massive loss of fabric to the left elevator. 

Seven people have died when the aircraft crashed and burned on a military contract flight for the canadian mining company Kinross Gold Corporation. There were no survivors. The aircraft came down in an open field outside residential areas. According to an aviation official in Mauretania, the aircraft experienced engine problems soon after take-off prompting the pilots to turn around for an emergency landing at Nouachkott Airport. Before reaching the airfield, the Y-12 impacted terrain and broke apart. Identity of the aircraft was first reported as DC-3 but this turned out to be not the case.

Soon aftert take-off, the pilots noticed low indications from the elft hand hydraulic system, levelled off at 10000 ft. and returned to land at Geneva. On landing, a smaller amount of  hydraulic fluit entered leaked onto the hot brakes of the left-hand maingear causing some smoke.

The aircraft was in the late stages of the climb-out when the pilots reported a crack in a passenger window on the right side prompting them to discontinue further flight. The 757 safely returned to Male.

The aircraft received substantial damage during pushback (using a TBL tug) when the nosegear failed. The nose dropped and hit the tug resulting in substantial damage to the underside of the aircraft. There were no inuries to any persons. Previously, the A300 was parked empty at the time on the Mahan Air maintenance ramp in the eastern part of the airport.

On landing the aircraft suffered a tire burst on its main undercarriage. After the runway was vacated normally, the pilots stopped in a nearby taxyway. Nobody was injured. The aircraft remained grounded for the rest of the day. 

On landing runway 08 the pilots were unable to stop within prescribed runway limits and came to a stop about 30 meters further but still within the runway safety area. No one on board was hurt and the aircraft received no damage. Runway 08/26 is only 1220 meters in lengh.