boeing/aviation-ner-BIO huggingface dataset:
pdis 683 32-20 2696 03nov23 can fact u l / g door not closed ecam after gear retraction . amber lights illuminated on both gear indication panels . complied with qrh . discussed with goc and moc . when gear was extended , the amber door lights remained illuminated on both gear indication panels . returned to zggg . found locking roller fitting loose , adjusted the locking roller fitting of rh nose gear main door per amm 32-22-11-05 . found rh nose gear door actuating cylinder automatically extended without hydraulic power . replaced the rh nose gear door actuating cylinder ( 1251 ) per amm 32-31-16-04 .
fwd cabin floor panel 221af has damage upper surface skin . fwd cabin floor panel 221af with damaged upper surface skin was replaced with a serviceable floor panel due to amount of all damage per srm 51-10-02-0g-0 para 9a . ( 1 ) .
aircraft was grounded : an emergency was declared and the aircraft diverted to lax , on approach into san when selecting f laps 2 , flight control faults flaps message displayed . flaps were at less than one and slats were at mid position . flig ht crew complied with ecam and qrh procedures . the aircraft landed safely at lax without further incident . maintenance r eplaced the slat and flap control computer # 1 and accomplished a satisfactory operational check .
aircraft was grounded : an emergency was declared on approach into elp due to flight control flaps locked ecam message wh en selecting flaps 3 . flight crew accomplished a go around and accomplished the checklist . the aircraft landed safely at elp with the flaps in the # 2 configuration without further incident . maintenance found the right hand flap interconnect ing strut to be out of adjustment and adjusted it per amm 27-51-44-820-001a . a satisfactory operational check was accomp lishe dwith no faults noted .
aircraft was grounded : aircraft 7bc clt-dub diverted to jfk on account of loss of flaperon . the crew declared an emergen cy , and the aircraft landed overweight , without incident and taxied to the gate under its own power . maintenance replac ed the cneter power supply assembly iaw fim 27-11-00 and amp ; amm 24-35-01 . * * supplemental sdr for aala202406132006 . * * ( clos ed )
flight number l7-1801 from mia-gua on june 18th diverted to pty due to weather conditions , once at pty crew reported bir d strike impact on fuselage area , maintenance team inspected fuselage area according to amm without abnormal conditions . after this aircraft was dispatched to flight pty-sjo and during flight crew reported high engine vibration ( l ) fan 5 . 0 during climb , cruise descend and app ( 3.5 ) cod : h71025302 , this conditions caused rcew decision to make a diverted fli ght to bog . inspections accomplished while the aircraft in bog , fault isolation manual fim 71-05 fault tree 856 was acc
right inb aileron with aerodynamic seal damaged . ( p > removed damaged aerodynamic seal and nbsp ; located at right inbd and nbsp ; aileron . installed , cleaned , secured and amp ; located as per boeing 767-300 amm 20-10-23-964-001 . / p > )
ship 9577 -misc / de- the flight crew reported electrical issues , via failure , fcp blanking , nav display blanking , flight directors not working , and all are causing unreliable primary navigation . the qrh was complied with and the situation st abilized once the emergency power switch was selected on . an emergency was declared by atc . corrective action : maintenan ce found that the fcc-1 and gcp had both failed . the fcc-1 , glareshield control panel , data concentrator unit , and the p ower conversion distribution unit were all replaced . aircraft is now ok for service . ( lp # 5730728 )
on climb at 7,000 ft crew reported flight control malfunction . in both autopilot and manual mode flight controls unrespo nsive . crew diverted to kriv with an emergency declaration . landing was uneventful and no additional precautionary acti ons . on arrival , the aircraft was grounded for unscheduled maintenance . supplemental information to previous submittal ixxa202309011056 on 11 september 2023 at kiln . iaw b767 fault isolation manual ( fim ) 22-02-815 and 22-04-811 the followi ng flags were noted : infc fcc l auto trim vld ? and left sam fault ball sam . removed and replaced left stab trim and
both atc failed in flight . unable to enter mexican airspace . diverted to lax . entered on lp 1769776 items 2 and 3 ( p > logbook page 1769776 item 2 ( atc-left ) r / r and nbsp ; lh atc iaw amm- 34-53-02 . ops check good . / p > / p > logbook page 1769776 item 3 ( atc-right ) performed rh atc ground test iaw amm-34-53-02 , msg cleared / p > )
after engine start w / generators connected , got " elec " light . grounded - yes . preformed fim task 24-31-00 task 829 . found bat charger breaker open . reset same . preformed repair conformation per m / m 24-31 task 801 . ok for continued service . no history last 30 days .
the flight crew reported receiving a blue cvr fail cas message , cvr does not test . the maintenance vendor determined the cvr had failed . the failed cvr was removed and a repaired unit installed . ops checks good . and the aircraft was returned to service .
inflight , r2 door had a cracked window , diverted . pressurization remained normal throughout flight . removed and replac ed window at r2 door iaw amm 56-31 . pressure check good iaw amm 05-51
alternator system was showing a discharge on the garmin g1000 display despite the alternator and alternator control unit functioning properly . after troubleshooting it was determined that the garmin gea71b ( p / n 011-03682-0 , s / n 497003704 ) airframe interface was the problem . replacing it with new p / n 011-03682-00 , s / n 497006150 corrected the problem .
aircraft was grounded : an emergency was declared due to : crew reports smoke odor fume event witht three ( caution lights ) in the cabin , lavatories , and cockput . aircraft air interrupted back and landed safely at bcn without further incident . * * supplemental report will be submitted * * ( open ) .
bird strike on captains windshield during takeoff , aircraft returned to the gate . complied with bird strike inspection , no defects noted .
ship 9527 -atb / gear / de- the flight crew returned the aircraft to atl due to a right main landing gear " door up and latch ed unsafe " indication . atc declared an emergency for this event . maintenance found the right main landing gear up and latched sensor spring broken and the proximity sensor clamp broken . replaced same and performed successful gear swings . pseu rts passed . ( lp # 5958880 )
aircraft was grounded : an emergency was declared inbound into clt . the flight crew reported a loss of cabin pressurizati on at fl350 . aircraft was dispatched with a single-pack operative since the right pack was deffered and inoperative . at fl350 noticed cabin pressure / altitude increasing ( 9000 100fpm ) , flight crew initiated descent , subsequent ecam cabin pre ssurization excess / cabin alt message displayed . cabin reached max 11,500 , flight deck crew o2 only , there after ( 3 min utes ) , ecam cab pr sys 1 + 2 fault ( left pack failed / off , confirmed on overhead panel ) . cabin o2 mask not deployed . the
during forward flight , crew experienced rapid and abrupt vertical up / down shift . winds were calm . pic slowed airspeed to approximately 70-80 knots and experienced a second occurrence . crew decided to conduct a precautionary lining at krdu approximately 4 miles to our twelve o'clock . the next occurrence was even more pronounced and the pic decided to land at the nearest suitable landing area . at approximately 80ft agl on short final to the unimproved lz , another abrupt vertical shake was felt by the crew and in the flight controls . pic landed the aircraft without incident in a housing subdivision .
aircraft was grounded : complete loss of crew oxygen at cruise . emergency was declared and descended to fl 250 . confirmed that remaining fuel on board was sufficient to continue to destination . crew oxygen bottle replaced no leaks noted .
aircraft was grounded : the aircraft diverted to dfw . hot brakes after take off , crew cyclced the gear per the qrh and not ed that the gear would not retract and had multiple ecam messages for hot brakes , landing gear doors not closed , landing gear not uplocked and landing gear shock absorber fault . the aircraft diverted to dfw with the gear down and landed saf ely without further incident . * * supplemental report for aala202306195151 : maintenance replaced the # 2 brake assembly pe r amm 32-42-27 . maintenance also found the nose landing gear support mounting bracket for proximity sensors bolt was loo
lo oil level on take off roll . rejected take off . pilots stated they apllied power to aircraft for t / o around 60 knots they got low oil light and stayed on for about 5 seconds . pulled back power and light went away . per crew information : left engine . performed tsm 79-33-00-810-822-a , suspect low oil sw , r and amp ; r eng # 1 oil press switch iaw amm 79-34-15 .ops check good no msg at idle run parts used : 1551669 , qty :1 rotable parts change was indicated - tt # 1551669 sn off 9149 switch , eng oil off 31-7931-9-9003 9149 on 31-7931-9-9003 8718 switch , eng oil off 31-7931-9-9003 9149 on 0000 ran eng ref mm 71-00-00-710-013-c accomplished high power assurance test # 11 . no oil quantity or pressure fluctuations add emp:123078 .
cabin alt caution , then cabin alt warning . ran qrh pressure differential would not go above 1.5 . swapped bleeds to apu on descent did not change . passenger masks dropped . ( flt 5286 filed open ) this is currently a work in progress
avnx mau 3b fail . declared emergency , landed without incident . r and r nic proc 6 .
aircraft was grounded : an emergency was declared and the aircraft returned to dfw due to the flight crew reported reciev eing yellow hydraulic system reservoir low level and and yellow hydraulic system low pressure ecam messages . the flight crew followed the ecam procedures and landed at dfw safely without further incident . the aircraft taxied to the gate und er its own power . * * supplemental report for aala202405131267 : maintenance found the hydraulic line / pipe in the right p ylon had ruptured and replaced it per amm 29-13-49 . a satisfactory leak / operational check was accomplished . * * ( closed
air turn back after departure , got stab trim followed by mach / spd trim eicas autopilot disconnected and airplane pitched nose over.brkers trm cont rt pos p11 h20 popped and rst mach / spd trm eicas advisry msg gne . dmp 27-41-2 rt stcm rt a / p ch inop . 22-02-00-815-834 fig 107 . r and r # 3 fseu , rh sam mod , relay k575 27-51-01 , 27-41-05 swpm 20-81-22 fim 27-41-00- 815-803 repl stab trim sw and mod 27-48-01 . ipc 27-48-51-02 / 20 . tst per 27-48-03-424-009 . c / w test 27-41-00 / 501 .
on climb out crew reported , main cargo door light illuminated at fl280 . pressurization ok . crew elected air turn back to klal with an emergency declaration . landing was without incident and no additional precautionary actions noted . fault t ransferred to deferral maintenance item 52639 per ati minimum equipment list 52-71-01-02 . corrective action due 26 june 2024 . aircraft resumed service .
98-235 - on t / o , suspect bird strike at nose wheel well area , follow by severe vibration in nr 3 eng . eng shutdown iaw fom and emerg land made ( mem return ) . removed and replaced nr 3 eng compressor blades damaged iaw work card 70t0503 and 70t0301 . ops check good . wri 05-50-2570 .
after landing " fwd eqpt val " on eicas , run qrh message did not clear . performed fim 21-58 ft 985 . could not duplicate the fault at this time . ops test good .
aircraft was grounded : an emergency was declared due to : flaps and slat indication issues prevented aircraft autopilot . aircraft return to and landed safely at mia without further incident . removed and replaced right han d flap transmitter . per amm 27-58-01 , functional check good .
bird stirke on take off from bjl rt engine , fan vib 4.1 recorded . landed safely at bjl after fuel dumped . replaced 4 fan baldes , ops normal .
passenger cabin floor panel 232sf has damage on upper surface 52 '' from fwd edge ; 1 '' from outboard edge . due to extent o f damage to floor panel 232sf fabricated new panel from bms 4-23 ty2 lot # 1437364-1 iaw srm 53-00-50-2r-0 para 1a note and table 204 and dwg 144a5810-14 . 57885u 08-03-2020 10537c 08 / 03 / 20 installed inserts using bms 5-107 lot # ak9gp5303k-1 ia w srm 53-00-50-2r-0 . para . 5.s . ( 1 ) ; dwg 144a5810-14 .
landing gear - body gear and doors - lh mlg door lh heat shield assy delaminati comply with e..a . f-3212-t0367771 rev no . pos . p1 . complied with ea f-3212-t0367771 p1 by repair on pn 149n6023-7 heat shield delamination on skin .
aircraft returned to the gate due to rt flap indicator stuck at 1 degree during check list . ac grounded by maintenance performed operational check iaw b767 amm 27-51-00 . both lt and rt flaps operates normal physically but rt flap indication stuck at 1 degree . di 43644 remains open . no deactivation procedures applied . mbcb 11 / 10 / 23 ac returned to service
6178 - received gear disagree warning message when selecting gear up after takeoff between 600 to 1k feet agl . nose door open warning message associated . all hyd system indications normal . nose gear remained down and locked with green indication , and manual gear extension handle was pulled per qrh . found prox sensor bracket bent . r and r nlg prox sensor bracket iaw amm 32-61-05 . and cmm 32-20-04 . ops check good at this time .
support task p / r gouge in left fuse skin approx sta 1075 fwd of apu cut out . ref nrs 2664n1125 damage at lt fuse skin at sta 1075 found to be out of limits depth .008 w.269 l.837 gouge f5081 repaired using 2024 t3 .080 lot nr el-6205 / 113210 filler and 2024t3.090 lot nr el-6206 / 105576 doubler iaw srm 53-80-01 repair fig 202 . work performed , entered . damage a t lt fuse skin at sta 1075 found to be out of limits depth .008 w.269 l.837 gouge f5081 repaired using 2024 t3 .080 lot nr el-6205 / 113210 filler and 2024t3.090 lot nr el-62 / 105576 doubler iaw srm 53-80-01 repair fig 202 . work per .
n1 's fluctuating at idle both engines 23.3-26.5 accompanied by intermittent vibration in cockpit that does not appear on vibration gauges . all other eicas gauges within limits . aircraft back to block and grounded by maintenance . maintenance removed and replaced lh n1 tach . transmitter iaw b767 amm 77-12-01 . accomplished n2 indication ops check on both engines iaw b767 amm 77-12-00 ops check good . aircraft returned to service .
muffler has 1 " crack along weld at inlet riser , verified by pressure test .
aircraft was grounded : an emergency was declared and teh aircraft returned to mia due to a fuel used / fuel on board disa gree on ecam in flight . crew switched between overide procedure and fuel leak procedure multiple times . aircraft landed safely at mia without further incident . maintenance checked for fuel leaks and no leaks were found . maintenance accompli shed a satisfactory operational test of the tank fuel probes with no defects notd . maintenance was not able to identify a specific part the caused the ecam message .
in climb mode right thrust lever does not respond to manual inputs regardless if autothrottle mode is on or off . alterna tively , in cruise and descent mode the right thrust lever will respond . precautionary , crew declared emergency with dest ination station ( kcvg ) air traffic control . landing was without incident and no additional precautionary actions noted . on arrival , aircraft grounded for unscheduled maintenance . iaw b767 amm 76-11-00 detailed visual inspection of thrust control system satisfactory . with high power engine run , powerplant test 4 , 11 , and 12 good . no fault messages or indicat
ship 3361 -div- aircraft diverted to syr due to left engine experienced engine stall and power returned without crew int ervention . corrective action : r / r # 1 engine per amds jic 7100-9901-01 . all ops and leak checks good . ( 5279732 )
aircraft was grounded : an emergency was declared due to : auto pilot horn sounded , flight directors failed , autothrottles failed , and auto tilt failed appeared on the radar ; aircraft diverted to and landed safely at dfw . replaced tat probe . adiru '' s bite check good . per mm 34-21-06 .
auto pilot disconnected after leveling fl340 . altimeters left and right indicated 400 '' high . multiple eicas : " airspee d unreliable " " eng eec mode r " " eng eec mode l " " gnd prox warn " . atc readout showed 300 '' low when we returned to fl 3 40 '' . eicas button depressed . declared emergency . amm : 34-21-03-4 , amm : 71-00-00-5 , all eicas msg related pitot adm p roblem . replaced rt pitot adm and cycled aircraft power then all status msg disappered . confirmed both eng run checked n ormal . a / c ok for service .
aircraft was grounded : an emergency was declared on final approach into rtb due to a landing gear control and interface unit # 1 and # 2 faults . the flight crew was unable to extend the landing gear normally and aborted the landing at approx imately 3500 feet . the flight crew manually extended the landing gear and the aircraft landed safely at rtb . maintenanc e replaced the landing gear control lever and accomplished a satisfactory operational check .
during takeoff roll at 120 kts , the nr 2 engine suffered a bird strike and then compressor stalled . the takeoff was not aborted . the crew reported the engine still provided thrust but had rising egt . the engine was shut down , fuel was dumped , and the aircraft returned to sfo . the landing was without incident . maintenance inspected the engine including a borescope inspection with no defects noted . an engine run to high power was also performed with normal indications .
aircraft was not grounded : an emergency was declared due to landing gear control interface unit # 1 ( lgciu 1 ) fault messa ge came on during climb out . crew turned gpws system off but did not do anything . the aircraft landed safely at the sch eduled destination of gso and taxied to the gate . maintenance accomplished checks per amm 32-31-00 with no issues noted .
rt . engine bird strike and failure # 2 engine bird strike between 800-1600 ingestion of multiple birds . crew commanded if sd and declared emergency . crew reported smell of smoke in cabin in flight . on landing cabin filled with smoke and emergency cy evac checklist c / w . all four door slides deployed and over wing exits used . replaced # 2 eng per mt 821-prd-01-01-etops ref l / p 0456295e for bird strike conditional inspection
( can ) at full up elevator , with the elevator rigged within limits , the arm assembly is contacting the support assembly causing damage to the support assembly .
aircraft was grounded : an emergency was declared upon arrival into dfw . during cruise flight engine 1 oil quantity conti nued to drop . after approximately 2 hours oil quantities at 0.5 quarts . flight crew reduced thrust and engine operated a t idle for last 45 minutes of flight . engine continued to run . the aircraft landed safely at dfw without further inciden t . * * supplemental report for aala202303245540 : maintenance found the left engine accessory drive gear box garlock seals for the idg and the hydraulic pump leaking . replaced both garloc seals and accomplished a satisfactory leak / operationa
aircraft was grounded : an emergency was declared due to yellow hydraulic system reservoir overheat message . flight crew followed ecam procedures and turned off the yellow hydraulic system . the aircraft landed safely at dfw without further i ncident . maintenance found the yellow hydraulic system was overserviced and serviced the system per amm 12-29-29 . a satis factory operational check was accomplished .
aircraft was grounded : an emergency was declared due to : after takeoff the stabilizer trim system failed manual trim sys tem operated normally . aircraft diverted and landed safely at dfw without further incident . found main cut out switch an d autopilot cut out switch in the cut out position reinstated to the normal position . performed stabilizer trim motor au topilot test 22-11-81 , and stabilizer trim motor test 27-41-71 . all opertional checked normal .
fwd eqpt ovht on t / o . ran qrh , cooled down . eicas cleared . ( p > t / s per fim 21-58 tree 909 , no faults noted . system check ok . amm 21-58-00 . / p > )
ship 9524 -gear / de- the nose gear did not extend normally when handle was moved to the down position during approach for landing at hsv . the tower declared an emergency . the crew utilize the manual gear extension procedures per the qrh and landed uneventfully . the aircraft taxied to the gate . corrective action : maintenance replaced both restrictors in the no se gear extend / retract circuit . also found that the nlg lock link was out of rig . the nlg lock link was adjusted and the gear was cycled twenty times without any faults . the aircraft has returned to service . ( lp # 5090160 )
main cargo door light in flight at fl 19 . abnormal cabin rate change between fl18.0 and fl20.0 , alternatively , no loss o f cabin pressurization . fault not crew deferrable . air turn back to departure station with emergency declaration . landin g was uneventful with no additional precautionary actions . on arrival , aircraft grounded for unscheduled maintenance . po st flight , line maintenance verified the integrity and security of main cargo door . pressurization check iaw b767 amm 21 -31-00 good . no faults found . main cargo door indications systems deferred-38114 mel cat c . conditional inspections for verification of main cargo door security and integrity required prior to departure . deferral maintenance item 38114 work
forward cargo bay lt floor to sidewall support corroded between bs 500a to bs 500d . r and r support iaw srm and dwg .
aircraft was grounded : an emergency was declared into phx . during cruis at fl 320 , the # 2 engine vibes reached 6.6 alon g with a # 2 engine oil filter clog message . the crew then recieved # 2 engine stall and # 2 engine fail messages which wa s followed by # 2 engine inflight shut down . the flight attendant reported sparks comming from the # 2 engine tail pipe r esulting in the crew discharging the # 2 engine fire bottles . the aircraft landed safely at phx and taxied to the gate un der its own power . maintenance replaced the engine per task card 26l40071001 * * ( closed )
in cruise flight at about 24k , flight deck had smoke accumulation from ducts near dv windows on both sides . masks were put on , no loss of pressurization , smoke started to disapate , started descent and selected dump . fact 09nov23 03:37 bhm inspected and found pack 1 at fault . # 1 acm is swelled out and locked up . see 306033-3 for # 1 acm write up and mel info
pilot called tower to request permission for priority approach to airport due to a low oil pressure indication . acft landed without incident . mx procedures consisting of cleaning oil pressure relief valve performed , with a satisfactory ops run-up check . acft approved for return to service by authorized mx personnel .
aircraft was not grounded : an emergency was declared due to : during climb both pilot and copilot electric trim faul ted and did not work . aircraft diverted and landed safely at iad without further incident . perform troubleshoot per fim 27-41-00-810-802 . reset circuit breaker c2 , on p18 panel . stab trim operational check normal .
ship 9575 -atb / de- as the aircraft climbed out on departure , the apu fire warning ( level 2 ) accompanied by the master ca ution , all illuminated . the crew declared an emergency and returned the aircraft back to dtw . the landing was uneventful and arff scanned the aircraft with no hotspots located . normal taxi to the gate . corrective action : maintenance replace d the apu fire detection control unit . operational check was good and the aircraft returned to service . ( lp # 5892292 )