boeing/aviation-ner-BIO huggingface dataset:
aircraft was grounded : an emergency was declared and the aircraft diverted to lax due to the flight crew recieving a flight control slats fault while requesting flaps at 225k . flaps and slats did not extend . flight crew performed qrh proced ure for landing . the aircraft landed safely at lax and taxied to the gate under its own power . * * supplemental report for aala202401263418 : maintenance performed tsm 27-81-00-810-810-a , lubricated servos and accomplished a satisfactory oper ational check * * ( closed )
ship 3757 - fcnt / de- declared emergency due to unable to trim horizontal stabilizer . corrective action : inspected stab t rim jackscrew and cables in forward and aft compartments . no trouble found . reset stab breaker . stab trim operated manua lly and electrically . replaced stab trim motor . ops checks good .
aircraft was grounded : an emergency was declared during descent into dfw : flight crew reorted while decending thru 2600 in clouds anti ice on got a capt pitot fail ecam following procedure then had a cascade of pitot failure lost all alt- a irspeed indicatons , ran procedure got some indications back , alt law approach . the aircraft landed safely at dfw withou t further incident . maintenance replaced probe heat computer # 3 ( 6da3 ) per amm 30-31-34 and accomplished a satisfactory operational check .
rt eng had a small power surge , all indications normal shortly thereafter and remained that way 5 hrs later . apparently the mm states that atmospheric conds ( lightning ) could cause this . the acft was in vicinity of lightning at the time ( at fl350 . ) engine replaced . shop teardown revealed bird remains in lpc . hpc suffered resultant blade / stator airfoil damage . bird strike must have occurred earlier , resulting in a loss of surge margin . subsequent operation in close proximity to lightning resulted in a transient operating line shift sufficient to cause the surge .
aircraft was grounded : on approach stating flaps at 0 and not working with movement of flap handle . crew reviewed quick reference handbook . emergency was declared . flight was not overweight for landing . removed and replaced number 1 trailing edge outboard flap transmission .
aircraft was not grounded : an emergency was declared on descent into hnl due to multiple eicas messages after r1 generat or tripped offline . crew reset generator and it came back online . not all status messages cleared . the aircraft landed s afely at hnl without further incident . maintenance accomplished fim tasks 24-40-f1-v5a-421a . 32-50-f1-27a-421a and 24-40 -f1 . all status messages cleared .
aircraft was grounded : an emergency was declared and the aircraft returned to ord . flight crew reported that after takeoff ff the aircraft hit a flock of birds ( ducks ) along with recieving an ecam message for the green hydraulic system reservo ir low level and loosing the green hydraulic system . flight crew also reported having vibration from at least one engine . the aircraft landed safely at ord without further incident and was towed to the gate . maintenance inspected the # 1 eng ine and confirmed that the engine had ingested the birds and that the damage was beyond limits requiring the engine to b
flight attendant reported a loud metallic grinding sound from below the right side aft galley floor , followed by the odor of electrical smoke . maintenance found source of odor to be the lavatory vacuum generator ( 37mg ) . replaced vacuum generator iaw amm 38-31-64 . accomplished satisfactory operational check . aircraft was grounded .
aircraft was grounded : on approach into fsd when the crew lowered the gear the landing gear did not come down . the fligh t crew aborted the final aproach and after 30-45 seconds the crew cycled the gear handle and the landing gear extended . * * original report was aala202304282005 * * maintenance accomplished tsm 32-31-00-810-808-a and replaced hydraulic control relay 62ga and the green hydraulic system priority valve ( aala202305020108 ) . a satisfactory operational check was accomp lished .
ship 3417 - div - into msp due to no water pressure . corrective action : inspected service panel with no issue found . found fap depressurization button selected . reset to normal configuration and water pressure returned . ( 4187223 )
ice cond- a / i inop eicas message appeared 3 times within 30 minutes on the ground and as we took the runway- aborted takeoff-c / a-rar l / h ice detector iaw emb amm 30-80-01 opc good no further defects noted at this time
acars showing main cabin door never opened acars will not init . reset acars and main cabin entry door , msg cleared . acars can be re- init by otbd crew and acars ops normal .
engine # 1 vibration reaches 4.2 units during climb . a / t had to be disengaged and power cut back to reduce vibration . corrective action : has been changed solder sleeve iaw swpm 20-40-00 of connector d3232 wdm 77-31-11 and performed run uo test .
fo / side window lowersection right of sensor bubbling yellow color oozing fluid . hot . flagged sdr for m tc diversion with m elted plastic smell-vapor in updated maa code fix using vendor maa screen updated maa code fix using vendor maa screen f light deck . no visible smoke per crew debreif . please contact tomc before commencing any work . please contact tomc befor e commencing any work . removed and replaced fo sliding window , ref amm 56-12-11 . ops and leak check good .
aircraft was grounded : an emergency was declared and the aircraft diverted to iad due to the flight crew reporting that on climb out they heard a loud bang at fl160 and the right engine fail message displayed followed by the n2 dropping to 2.5 % . the flight crew followed checklist and shut down the right engine . the aircraft landed safely at iad without furt her incident . maintenance noted several damaged blades and excessive fluid in the rear of the engine . maintenance repl aced the right engine per task card 26l40071001 .
aircraft was grounded : an emergency was declared and the aircraft diverted to abq due to the flight crew reporting at 33 , 000 ft a distinct smell of wood burning from row 21-27 . the aircraft landed safely at abq without further incident . sup plemental report for aala202312195735 : maintenance accomplished smoke odor fume troubleshooting task card 26l00021001 . no faults found while performing gvi of required components and during isolated engine run . in addition , no defects not ed for electrical equipment between and including rows 21-27 . no odor found in aft cargo before and after inspections an
pdis 786 34-14 4200 17may20 tys fact u logpages:3215525 rejected on runway due to no airspeed on pilot / le ft side . rejected at 78 kts fact 17may20 12:59 tys u replaced lh cadc as per 757 mm 34-12-01-4 air data computer - removal / installation effect : 087,770-799,901-910,912-928,930,933-944,946-979,985- 999 inspected all pitot p robes . found clear . when attempting test of adc , found when holding test switch up , system went to hard fault . after replacement of adc everything works ok .
aircraft was grounded : aircraft diverted to pit due to the flight crew reporting a dirty sock smell just after takeoff t hrough cruise . maintenance isolated the source of the odor to the apu . * * supplemental report for aala202309251738 : maint enance found the apu oil cooling fan transfer tubes leaking oil and replaced the o-rings on the transfer tubes per amm 4 9-52-51 . maintenance accomplished an enhanced decontamination of the environmental control system per task card 26l00021 014 . a satisfactory leak / operational check was accomploached with no odors noted . * * ( closed )
aircraft was grounded : an emergency was declared and the flight crew aborted the approach into mzt due to a loss of the green hydraulic system . flight crew reported that the green hydraulic quanity went to zero during final approach with th e gear down and flaps were selected to full but only went to flaps 3 . hydraulic quantity and pressure were at zero . the flight crew was unable to retract the flaps on go around after hydraulic loss . the flight crew accomplished the ecam pro cedures and safely landed at mzt where the aircraft was towed to the hardstand for the passenger to deplane . maintenanc
ship 9513 -misc / de- the crew declared an emergency while in icing conditions in order to rapidly descend out of icing co nditions after receiving a " wing manifold fail " message . corrective action : maintenance replaced the pods processor , rep aired a blown duct , and xxx . the aircraft has returned to service . ( lp # 9375946 )
aircraft was grounded : an emergency was declared into scheduled destination of dfw due to a complete loss of the green h ydraulic system . flight crew manually extended the landing gear and the aircraft landed safely at dfw and was towed to the gate . * * supplemental report will be submitted * * ( open )
aircraft was grounded : an emergency was declared and the aircraft returned to lax due to the flight crew reporting that during cruise several ecam messages '' fwc # 2 '' sdac # 2 dmc # 2 appeared along with other associated faults . later on , during follow ups found a tripped c / b on 123 vu panel . the aircraft landed safely at lax without further incident . maintenance removed and replaced circuit breaker 3xn2 ( aala202405208322 ) , contactor 9xu2 ( aala202405204769 ) and contactor 11xu2 ( aa la202405206953 ) . a satisfactory operational check was accomplished with no faul messages noted .
aircraft was grounded : the aircraft diverted to phx , at fl 320 the # 2 engine began stalling , flight crew reduced power p er qrh procedures and engine was able to accept some power at reduced setting . the aircraft landed at phx without incide nt . * * supplemental report will be submitted * * ( open )
ship 9582 -misc / de- the flight crew received an " anti-skid fail " message during landing gear extension on approach into msp . an emergency was declared by the crew . the message extinguished before landing . corrective action : after landing , a ll brake temperatures were normal . maintenance replaced both of the landing gear interlock relays 1 and 2 ( r2-5052 and r2-50 37 ) and performed all rts tests . the aircraft was returned to service . ( lp # 5879556 )
while in heavy check - shear clip on fr89 between stg 27r / 28r corroded . replaced shear clip iaw srm 51-40-08
crew declared emergency during approach due to nml and altn antiskid eicas messages and associated antiskid discreet lig ht illuminated . r and r nr 4 and 8 transducer wiring from transducers to lg junction box . r and r nr 8 transducer and antiskid - auto brake control unit . r and r relays k10323 and k10233 .
ship 6716 - div - dispatched with rt engine idg on mel . during flight , apu oil status message . apu auto shutdown . diverted into gsp . corrective action : apu low oil pressure shutdown with oil in tailpipe . apu placed on mel . rt idg replaced . ( 2 / 4 atl ) r / r apu per w / c .
lt horizontal stab nr 5 inspar rib assembly nr 3 stiffner lower edge crack evidence , marked 126-001 . removed damage fro m vertical stiffener nr 5 on rib nr 5 horiz stab left , per b737-700 srm 51-10-02-0g-0 and srm 55-10-09-2r-4 . located an d drilled new repair kit , per b737-700 srm 51-40-02-0g-0 and srm 55-10-09-2r-4 . installed new repair kit at rib nr 5 st iffener nr 3 sta 129.50 . left horiz stab , per b737-700 srm 51-40-02-0g-0 and srm 55-10-09-02r-4 .
declared emergency into atl due to pilot report of te flap and le slat disagree . corrective action : performed fseu bite check . found fault code 27-51333 multiple legs . replaced fseu ops checks good . ( 9881802 )
l . eng hung start . followed checklist- no help . 2nd start also hung.during taxi ac returned to gate and grounded by maintenance .found loose connector on l engine right hpc secondary flow control solenoid . resecured per amm 75-33-04 . engine idle run per amm 71-00-00 ok . a / c remains . no etops . ac returned to service
aircraft ws grounded : an emergency was declared and the aircraft diverted to slc due to a fuel imbalance warning , 2700lb s low in left wing tank . flight crew followed qrh for balancing . upon balance , fuel returned to left wing , causing an im balance in the right wing . balanced again ; ecam showed both left and right outer tanks unusable.the aircraft landed safe ly at slc without further incident . maintenance replaced the fuel quanity indication computer per amm 28-42-34 and accom plached a satisfactory operational check .
ship 9512 -hyd / misc- the flight crew declared an emergency following the illumination of the " right hyd lo " message and the right hydraulic system quantity dropping . the qrh was complied with and the landing was uneventful . corrective actio n : maintenance found that a loose b-nut at the rudder actuator was leaking . the line was secured , the system was service d and bled , and the leak check was good per b717 amm 29-00-00 . the aircraft returned to service . ( lp # 9098442 )
aircraft struck a flock of seagulls on rotation with several ingested into the nr 2 engine causing severe vibration . power was reduced to idle and crew declared an emergency . maintenance removed and replaced the nr 2 engine due to severe damage .
nr 4 engine vibration at take off . aircraft experienced a bird strike . inspection per mm carried out .
on re-positioning flight for maintenance of other system , aircraft was on auto-pilot and altitude hold was selected and was indicated as engaged . the aircraft drifted off of altitude hold setting to a higher altitude which occurred very gradually . upon arrival , the troubleshooting of system identified the air data computer as the issue . installed an overhauled unit and operational tested altitude hold system and found proper operation .
ship 9512 -atb / gear / de- during climb out after takeoff , the right main landing gear " unsafe " light remained illuminated after gear retraction . the crew complied with the qrh and attempted another retraction . when it was determined that the right landing gear would not indicate a proper retraction the crew declared an emergency and returned to atl . the landin g gear extended without issue and the landing was uneventful . corrective action : maintenance found the right main landin g gear door up and latched sensor target loose . the sensor was secured , a good inductance check accomplished , gear was s wung , and the aircraft was returned to service . ( lp # 8263438 )
found the aft cargo bay bs 1219 shear tie corrode between stringers 36r to 37r . found out of limits and replaced iaw srm 51-40-02 .
aircraft was grounded : an emergency was declared and the aircraft returned to clt . on takeoff engines stabilized at 1.05 . when flex thrust , was applied number 1 engine lagged and after a second or two it came up and matched number 2 . at app roximately 800 feet , before thrust reduction we got the ecam engine 1 sensor fault and possible engine stall . flight cre w accomplished ecam procedures and climbed to fl 260 . flight crew accomplished supplemental procedures , contacted mainte nance and the decision was made to return to clt where the aircraft landed safely . maintenance replaced left hand bleed
ship 9524 -gear / de- the flight crew declared an emergency with atc approaching atl due to the left and right " gear unsaf e " indications with the gear handle up . the aircraft also had a loss of flap / slat indication on approach . corrective act ion : maintenance cycled the circuit breakers and the pseu failed the return to service tests . see log page # 0237343 for complete repair . ( lp # 5459026 )
aircraft was grounded : an emergency was declared and the aircraft diverted to clt due to cabin temperature unable to be controlled , crew reported large temperature swings with the aft cabin at 110 degrees . the aircraft landed safely at clt without further incident . maintenance found a clog in the elbow of the temperature sensor hose and cleaned the hose as r equired . ( aala202304262647 ) , maintenance also noted that when the forward temperature control was set to cold the forwar d trim valve was modulating to hot . the forward trim valve was replaced per amm 21-63-51 and a satisfactory operational
during post flight inspection , found left passenger door ( # 1 ) emergency power reservoir with less than 2000psi . replaced no . 1 passenger door emergency power reservoir iaw amm 52-11-30-4 . removed part details - name : reservoir entrance door emergency power . replaced no . 1 passenger door emergency power reservoir iaw amm 52-11-30-4 .
fwd external access door 113 al ( area fwd of nlg w / w ) both ib and ob hinges has wear bushings . open
cont cab - zone temp light illuminated on recall . grounded - yes . performed pztc bite procedure ref b737-800 amm 21-51-0 0 . # 2 pztc logged a flt deck trim valve fault for prev flight . reset fault and ran bite procedure again . no current faul ts . found flt deck temp sensor covered with dust . cleaned flt deck temp sensor ref amm 21-61-10 and replaced sensor assy filter ref amm 21-61-06 . operated packs for 20 min . ops normal .
enroute from ksfo to kbwi crew reported fwd equipt cooling ovht caution and cabin altitude warning messages displayed w ith a loss of pressurization . in compliance of ati quick reference handbook procedures , crew descended to 10,000 ft and diverted to kiln with an emergency declaration . landing was without incident and on arrival the aircraft was grounded f for maintenance . inspection of equipment cooling ducts satisfactory . no faults found . per b767 iai fault isolation manua l 21-58-00 , forward low flow detector removed and replaced . iaw b767 amm 21-58-17 . additionally , at maintenance operatio
inspection type : na * diversion * * emergency declared * in cruise received level 1 air sys 1 off and red manifold fail . follo wed by level 1 air sys 2 off.r / r owned duct on # 2 pack ( item 370 ) iaw 21-53-01-01 . sys cl '' s good . couldnt duplicate orig inal pilot w / ups . returned acft to svs
aircraft was grounded : an emergency was declared comming into ord . in level cruise at fl 370 engine 1 and 2 stall . oat -64c , clean air . flight crew followed qrh and ecam procedure , descended to fl 270 and engine parameters returned t o normal . the aircraft landed safely at ord and taxied to the gate under its own power . note : see aala202401184376 for # 1 engine . * * supplemental report for aala202401180715 : engineering and ge reviewed the fdr data and concluded that both e ngines had experienced a beta stall . n1 dropped appoximatley 30 % on both engines simultaneously which was likely the cau
ship 9551 -atb- the crew noted strong airframe vibration as the aircraft accelerated through 300 kts at 15,000 ft . the v ibration was felt through the yoke , seats , and could even be heard . the vibration stopped as the aircraft slowed below 2 85 kts . an emergency was declared with atc and the flight crew returned the aircraft back to an uneventful landing at at l . corrective action : maintenance replaced the left forward nose landing gear door link due to failed tension check , als o replaced the right aft movable flap vane slider and adjust the flap vane . ( lp # 4980902 )
damage to l / h o / b flap under i / b fairing . repaired 2.2 " x1.5 " gouge to l / h o / b flap under i / b fairing iaw b737-800 srm 51 -70-10-2r4 repair 4 and b737-800 srm 5170-102r-0 repair general . restored finish iaw b737-800 amm 51-21-73-370-803 .
te flap disagree when going to flaps 25 . completed qrh 9.1.17 landed flaps 20 * * * emergency declared * * * ent by : 5190314 rpt by : 5190314 r / i 12jul23 22 : 37 mem u reason code : premature removal / installation off mpn : 7820924 cpn : 2717624 pos : onl on mpn : 7821344 srl : 5910 tag nbr : 00i930 fact 12jul23 22 : 37 mem u tsm : 27-51-00 amm : 27-51-11-4 while troubleshooting the flap with fim 27-51 ft 808 fig 105 found indicator tripped on lh # 4 flap transmission and noticed that the ball screw threads was jagged and worn and ball nut was full of water
on takeoff at 100 agl , had multiple bird strikes . complied with bird strike inspect , no defect noted .
aircraft was grounded : an emergency was declared on approach into clt due to a green hydraulic system reservoir overheat ecam message displaying during cruise . the flight crew accomplished the ecam procedure which resulted in a loss of green hydraulic system pressure . during final approach the green hydraulic system reservoir overheat ecam message went out a nd the flight crew was able to restore the green hydraulic system pressure which allowed the flight crew to land normall y without further incident . maintenance replaced high pressure manifold check valve 1022gm and accomplished a satisfact
vor 1 and 2 red flag in flight . dme and identifiers still displayed . no deflection needles . / performed ops check of the vhf navigation reciever iaw crj 700 amm 34-51-00-710-801-a01 . ops check bad . see next block for further mx . interrogated mdc found b1-304726 / 309160 . removed and replaced rtu # 1 iaw crj700 amm 23-81-01-000 / 400-801.removed and replaced vhf nav receiver iaw crj700 amm 34-51-01-000 / 400-801 . removed and replaced # 1 vhf transceiver iaw crj700 amm 23-11-01-000 / 400-801 . performed operational check of the vhf system iaw crj700 amm 23-11-00-710-801.ops check good . performed operational check of the # 1 rtu iaw crj700 amm 23-81-00-710-801 . ops check good . performed operational check of the vhf navigation receiver using the ifr4000 due to local vor station being inop per a notam . iaw crj700 amm 34-51-00-710-801 . ops check good at this time . performed functional check of the localizer and glide slope indications iaw crj700 amm 34-51-00-720-801 . functional test good at this time . operation was found to be normal due to the local vor station being inop . "
strong elect odor in aft cabin emergency declared . . contaminated at level c air duct and ecs at level c . local fire d epartment perfomed a iinfered test for heat and carbon monoxide test . both were normal . contact tomc 847-700-9980 . per form amm inspection 05-51-10-200-801-c1 , once smoke form is ref tsm 05-50-00-810-831-a ran both engines one at a time . and inspected apu area and found apu inlet door area with appearance operated packs with apu and fumes still present in cabin air . filled out by crew send a copy to tomc both packs one at a time . no smoke was noted but a fume that of hydr
clarity of discrepancy : " gear not locked after positive rate gear up call " meaning specifically that the gear did retract , and after about 30 seconds the crew experienced the gear unlocked light illuminating and then felt the hyd system activate . again . this is when they chose to return to apa . again , there were no issues with the hydraulic system , or the gear retraction system . root cause : west star aviation found the l / h mlg uplock hook had cracked through about 80 % of its material thickness . this allowed the gear to " droop " down and away from the uplock switch causing the gear unlocked light to illuminate , and a subsequent hyd system activation to " raise the gear " . west star removed and installed a new uplock hook assembly . and performed several gear swings .
aircraft was grounded : an emergency was declared and the aircraft diverted to aus . climbing out of fl240 airspeed about 310k . felt heavy vibration nose to tail . leveled off , reduced airspeed and vibration went away . autopilot on , flaps sla ts retracted . no engine vibration noted on ecam . the aircraft landed safely at aus without further incident . * * suppleme ntal report for aala202303243647 : maintenance found the ths actuator upper attachment gimbal spherical bearing had exces sive play and replaced the ths actuator . a satisfactory operational check was accomplished . * * ( closed )
in flight vibration . found spindle bearings brinelled . no over speeds reported . mrb p / n a016-6 , s / n 6841 and s / n 6861 . spindle and bearing assembly p / n a158-3 , s / n 2610 and s / n 2611 . mrbs , spindle and bearing assy . tt / tsn : 284.9 . removed brinelled bearing assemblies p / n a159-3 , s / n 2219578 and s / n 2219582 .
rh brake fault on eicas emergency declared.-c / a-performed operatioal chk of the rh outbrd wheel speed transducer iaw amm 32-41-11.opc good . no defects noted . all indications normal .