Understand the failure.
Verify the repair.
Small, reproducible software failures. The broken implementation, the fix that didn’t work, and the one that passed—preserved together.
Explore the cases ↓How results are verified ↗WHAT THE ARCHIVE CONTAINS
100840 executable cases. 20168 are open.
Every case records the implementation that fails, the fix that did not work, and the repair that passed its checks—with recorded outputs and source hashes. This release adds 100840 cases across 20168 failure mechanisms and 254 domains.
The open tier gives you the failure and the unsuccessful fix for one case in every mechanism. The remaining 80672 cases, 5 variants per mechanism, are member-only: the verified repair, its recorded checks, and the full fixture suite are held in the member archive. Read the methodology ↗
A RECORD OF WHAT WENT WRONG
Browse the archive / 100840
Index converted to CG without removing the K constant · case 01
The %MAC is several percent aft for every load and does not match the balance chart.
Index converted to CG without removing the K constant · case 02
The %MAC is several percent aft for every load and does not match the balance chart.
Index converted to CG without removing the K constant · case 03
The %MAC is several percent aft for every load and does not match the balance chart.
Index converted to CG without removing the K constant · case 04
The %MAC is several percent aft for every load and does not match the balance chart.
Index converted to CG without removing the K constant · case 05
The %MAC is several percent aft for every load and does not match the balance chart.
Dry operating index gets K added a second time · case 01
Totals are high by exactly K and the aircraft looks aft-loaded even when empty.
Dry operating index gets K added a second time · case 02
Totals are high by exactly K and the aircraft looks aft-loaded even when empty.
Dry operating index gets K added a second time · case 03
Totals are high by exactly K and the aircraft looks aft-loaded even when empty.
Dry operating index gets K added a second time · case 04
Totals are high by exactly K and the aircraft looks aft-loaded even when empty.
Dry operating index gets K added a second time · case 05
Totals are high by exactly K and the aircraft looks aft-loaded even when empty.
%MAC measured from the index reference instead of LEMAC · case 01
The reported %MAC is offset by the distance between the reference station and the leading edge.
%MAC measured from the index reference instead of LEMAC · case 02
The reported %MAC is offset by the distance between the reference station and the leading edge.
%MAC measured from the index reference instead of LEMAC · case 03
The reported %MAC is offset by the distance between the reference station and the leading edge.
%MAC measured from the index reference instead of LEMAC · case 04
The reported %MAC is offset by the distance between the reference station and the leading edge.
%MAC measured from the index reference instead of LEMAC · case 05
The reported %MAC is offset by the distance between the reference station and the leading edge.
Index scaling constant applied as a multiplier · case 01
Index contributions are correct only when C happens to be 1000 and drift for other aircraft types.
Index scaling constant applied as a multiplier · case 02
Index contributions are correct only when C happens to be 1000 and drift for other aircraft types.
Index scaling constant applied as a multiplier · case 03
Index contributions are correct only when C happens to be 1000 and drift for other aircraft types.
Index scaling constant applied as a multiplier · case 04
Index contributions are correct only when C happens to be 1000 and drift for other aircraft types.
Index scaling constant applied as a multiplier · case 05
Index contributions are correct only when C happens to be 1000 and drift for other aircraft types.
Loaded item weights left out of the conversion weight · case 01
%MAC drifts further from the chart the heavier the payload, while the index itself is correct.
Loaded item weights left out of the conversion weight · case 02
%MAC drifts further from the chart the heavier the payload, while the index itself is correct.
Loaded item weights left out of the conversion weight · case 03
%MAC drifts further from the chart the heavier the payload, while the index itself is correct.
Loaded item weights left out of the conversion weight · case 04
%MAC drifts further from the chart the heavier the payload, while the index itself is correct.
Loaded item weights left out of the conversion weight · case 05
%MAC drifts further from the chart the heavier the payload, while the index itself is correct.
Landing weight limit relaxed by the whole takeoff fuel · case 01
Short sectors with lots of reserve fuel report a higher allowed takeoff weight than the landing limit permits.
Landing weight limit relaxed by the whole takeoff fuel · case 02
Short sectors with lots of reserve fuel report a higher allowed takeoff weight than the landing limit permits.
Landing weight limit relaxed by the whole takeoff fuel · case 03
Short sectors with lots of reserve fuel report a higher allowed takeoff weight than the landing limit permits.
Landing weight limit relaxed by the whole takeoff fuel · case 04
Short sectors with lots of reserve fuel report a higher allowed takeoff weight than the landing limit permits.
Landing weight limit relaxed by the whole takeoff fuel · case 05
Short sectors with lots of reserve fuel report a higher allowed takeoff weight than the landing limit permits.
Zero fuel limit translated with trip fuel · case 01
Flights carrying reserve or tankered fuel are payload-limited far below the MZFW structural allowance.
Zero fuel limit translated with trip fuel · case 02
Flights carrying reserve or tankered fuel are payload-limited far below the MZFW structural allowance.
Zero fuel limit translated with trip fuel · case 03
Flights carrying reserve or tankered fuel are payload-limited far below the MZFW structural allowance.
Zero fuel limit translated with trip fuel · case 04
Flights carrying reserve or tankered fuel are payload-limited far below the MZFW structural allowance.
Zero fuel limit translated with trip fuel · case 05
Flights carrying reserve or tankered fuel are payload-limited far below the MZFW structural allowance.
Taxi fuel added to the maximum ramp weight · case 01
Ramp-limited departures are allowed more takeoff weight than the aircraft may weigh on the ramp.
Taxi fuel added to the maximum ramp weight · case 02
Ramp-limited departures are allowed more takeoff weight than the aircraft may weigh on the ramp.
Taxi fuel added to the maximum ramp weight · case 03
Ramp-limited departures are allowed more takeoff weight than the aircraft may weigh on the ramp.
Taxi fuel added to the maximum ramp weight · case 04
Ramp-limited departures are allowed more takeoff weight than the aircraft may weigh on the ramp.
Taxi fuel added to the maximum ramp weight · case 05
Ramp-limited departures are allowed more takeoff weight than the aircraft may weigh on the ramp.
Tied structural limits report the later limit name · case 01
When MTOW equals the landing-derived limit the loadsheet names MLW as limiting.
Tied structural limits report the later limit name · case 02
When MTOW equals the landing-derived limit the loadsheet names MLW as limiting.
Tied structural limits report the later limit name · case 03
When MTOW equals the landing-derived limit the loadsheet names MLW as limiting.
Tied structural limits report the later limit name · case 04
When MTOW equals the landing-derived limit the loadsheet names MLW as limiting.
Tied structural limits report the later limit name · case 05
When MTOW equals the landing-derived limit the loadsheet names MLW as limiting.
Negative payload returned instead of zero · case 01
A heavy aircraft with a full fuel load shows a negative payload allowance on the loadsheet.
Negative payload returned instead of zero · case 02
A heavy aircraft with a full fuel load shows a negative payload allowance on the loadsheet.
Negative payload returned instead of zero · case 03
A heavy aircraft with a full fuel load shows a negative payload allowance on the loadsheet.
Negative payload returned instead of zero · case 04
A heavy aircraft with a full fuel load shows a negative payload allowance on the loadsheet.
Negative payload returned instead of zero · case 05
A heavy aircraft with a full fuel load shows a negative payload allowance on the loadsheet.
Payload computed from MTOW regardless of the limiting weight · case 01
Landing- or ramp-limited flights are offered payload that only the takeoff limit would allow.
Payload computed from MTOW regardless of the limiting weight · case 02
Landing- or ramp-limited flights are offered payload that only the takeoff limit would allow.
Payload computed from MTOW regardless of the limiting weight · case 03
Landing- or ramp-limited flights are offered payload that only the takeoff limit would allow.
Payload computed from MTOW regardless of the limiting weight · case 04
Landing- or ramp-limited flights are offered payload that only the takeoff limit would allow.
Payload computed from MTOW regardless of the limiting weight · case 05
Landing- or ramp-limited flights are offered payload that only the takeoff limit would allow.
Maximum ramp weight never considered · case 01
With heavy taxi fuel the planned takeoff weight exceeds what the ramp limit allows.
Maximum ramp weight never considered · case 02
With heavy taxi fuel the planned takeoff weight exceeds what the ramp limit allows.
Maximum ramp weight never considered · case 03
With heavy taxi fuel the planned takeoff weight exceeds what the ramp limit allows.
Maximum ramp weight never considered · case 04
With heavy taxi fuel the planned takeoff weight exceeds what the ramp limit allows.
Maximum ramp weight never considered · case 05
With heavy taxi fuel the planned takeoff weight exceeds what the ramp limit allows.
Weight to shift rounded to nearest pound · case 01
After moving the computed weight the CG still falls a fraction short of the target.
Weight to shift rounded to nearest pound · case 02
After moving the computed weight the CG still falls a fraction short of the target.
Weight to shift rounded to nearest pound · case 03
After moving the computed weight the CG still falls a fraction short of the target.
Weight to shift rounded to nearest pound · case 04
After moving the computed weight the CG still falls a fraction short of the target.
Weight to shift rounded to nearest pound · case 05
After moving the computed weight the CG still falls a fraction short of the target.
Impossible shift direction answered with a positive weight · case 01
Moving cargo forward is recommended to move the CG aft.
Impossible shift direction answered with a positive weight · case 02
Moving cargo forward is recommended to move the CG aft.
Impossible shift direction answered with a positive weight · case 03
Moving cargo forward is recommended to move the CG aft.
Impossible shift direction answered with a positive weight · case 04
Moving cargo forward is recommended to move the CG aft.
Impossible shift direction answered with a positive weight · case 05
Moving cargo forward is recommended to move the CG aft.
Shift weight divided by the destination arm · case 01
Required shift weights are far too small for aft stations and do not depend on where the load comes from.
Shift weight divided by the destination arm · case 02
Required shift weights are far too small for aft stations and do not depend on where the load comes from.
Shift weight divided by the destination arm · case 03
Required shift weights are far too small for aft stations and do not depend on where the load comes from.
Shift weight divided by the destination arm · case 04
Required shift weights are far too small for aft stations and do not depend on where the load comes from.
Shift weight divided by the destination arm · case 05
Required shift weights are far too small for aft stations and do not depend on where the load comes from.
Binary float noise bumps exact shifts up a pound · case 01
A shift that should be exactly 18 lb is reported as 19 lb.
Binary float noise bumps exact shifts up a pound · case 02
A shift that should be exactly 18 lb is reported as 19 lb.
Binary float noise bumps exact shifts up a pound · case 03
A shift that should be exactly 18 lb is reported as 19 lb.
Binary float noise bumps exact shifts up a pound · case 04
A shift that should be exactly 18 lb is reported as 19 lb.
Binary float noise bumps exact shifts up a pound · case 05
A shift that should be exactly 18 lb is reported as 19 lb.
Already-at-target request reported as a direction error · case 01
Asking to reach the CG the aircraft already has returns ERR_DIRECTION for aft station moves.
Already-at-target request reported as a direction error · case 02
Asking to reach the CG the aircraft already has returns ERR_DIRECTION for aft station moves.
Already-at-target request reported as a direction error · case 03
Asking to reach the CG the aircraft already has returns ERR_DIRECTION for aft station moves.
Already-at-target request reported as a direction error · case 04
Asking to reach the CG the aircraft already has returns ERR_DIRECTION for aft station moves.
Already-at-target request reported as a direction error · case 05
Asking to reach the CG the aircraft already has returns ERR_DIRECTION for aft station moves.
Ballast sized to reach the opposite limit · case 01
An aft-CG aircraft is ballasted all the way to the forward limit, adding hundreds of unnecessary pounds.
Ballast sized to reach the opposite limit · case 02
An aft-CG aircraft is ballasted all the way to the forward limit, adding hundreds of unnecessary pounds.
Ballast sized to reach the opposite limit · case 03
An aft-CG aircraft is ballasted all the way to the forward limit, adding hundreds of unnecessary pounds.
Ballast sized to reach the opposite limit · case 04
An aft-CG aircraft is ballasted all the way to the forward limit, adding hundreds of unnecessary pounds.
Ballast sized to reach the opposite limit · case 05
An aft-CG aircraft is ballasted all the way to the forward limit, adding hundreds of unnecessary pounds.
Ballast lever measured to the current CG · case 01
The computed ballast leaves the CG slightly outside the limit.
Ballast lever measured to the current CG · case 02
The computed ballast leaves the CG slightly outside the limit.
Ballast lever measured to the current CG · case 03
The computed ballast leaves the CG slightly outside the limit.
Ballast lever measured to the current CG · case 04
The computed ballast leaves the CG slightly outside the limit.
Ballast lever measured to the current CG · case 05
The computed ballast leaves the CG slightly outside the limit.
Forward-CG ballast placed in the nose yields negative ballast · case 01
A forward-CG aircraft with a nose ballast station gets a negative ballast weight instead of an error.
Forward-CG ballast placed in the nose yields negative ballast · case 02
A forward-CG aircraft with a nose ballast station gets a negative ballast weight instead of an error.
Forward-CG ballast placed in the nose yields negative ballast · case 03
A forward-CG aircraft with a nose ballast station gets a negative ballast weight instead of an error.
Forward-CG ballast placed in the nose yields negative ballast · case 04
A forward-CG aircraft with a nose ballast station gets a negative ballast weight instead of an error.
Forward-CG ballast placed in the nose yields negative ballast · case 05
A forward-CG aircraft with a nose ballast station gets a negative ballast weight instead of an error.
INSPECTABLE BY DESIGN
Every result has a runnable source.
Runnable implementations with recorded outputs, source hashes, and explicit contracts. Related variants share a failure mechanism and belong together in evaluation splits.
Read the methodology ↗