PSA AIRLINES, INC.

Operated by PSA Airlines (per NTSB report)

Operated by PSA AIRLINES INC (per NTSB report)

Operated by PSA Airlines (per NTSB report)

The Federal Aviation Administration’s (FAA) placement of a helicopter route in close proximity to a runway approach path; their failure to regularly review and evaluate helicopter routes and available data, and their failure to act on recommendations to mitigate the risk of a midair collision near Ronald Reagan Washington National Airport (DCA); as well as the air traffic system’s overreliance on visual separation in order to promote efficient traffic flow without consideration for the limitations of the see-and-avoid concept. Also causal was the lack of effective pilot-applied visual separation by the helicopter crew, which resulted in a midair collision. Additional causal factors were the tower team’s loss of situation awareness and degraded performance due to the high workload of the combined helicopter and local control positions and the absence of a risk assessment process to identify and mitigate real-time operational risk factors, which resulted in misprioritization of duties, inadequate traffic advisories, and the lack of safety alerts to both flight crews. Also causal was the Army’s failure to ensure pilots were aware of the effects of error tolerances on barometric altimeters in their helicopters, which resulted in the crew flying above the maximum published helicopter route altitude. Contributing factors include: · the limitations of the traffic awareness and collision alerting systems on both aircraft, which precluded effective alerting of the impending collision to the flight crews; · an unsustainable airport arrival rate, increasing traffic volume with a changing fleet mix, and airline scheduling practices at DCA, which regularly strained the DCA air traffic control tower workforce and degraded safety over time; · the Army’s lack of a fully implemented safety management system, which should have identified and addressed hazards associated with altitude exceedances on the Washington, DC, helicopter routes; · the FAA’s failure across multiple organizations to implement previous NTSB recommendations, including Automatic Dependent Surveillance–Broadcast In, and to follow and fully integrate its established safety management system, which should have led to several organizational and operational changes based on previously identified risks that were known to management; and · the absence of effective data sharing and analysis among the FAA, aircraft operators, and other relevant organizations.

Operated by PSA Airlines (per NTSB report)

Moisture ingression thru the window humpseal coming into contact with the terminal block braid wires.

Operated by PSA Airlines (per NTSB report)

The windshield failed due to arcing from an inadequate solder connection at the anti-ice power terminal block.

Operated by PSA Airlines (per NTSB report)

An encounter with severe convective turbulence associated with a strong sheared environment associated with the jet stream.

Operated by PSA Airlines, Inc. (per NTSB report)

failure of the ground crew to maintain visual separation and avoid the holding aircraft.

Operated by PSA Airlines (per NTSB report)

the captain initiating a cross bleed start while under tow.

Operated by PSA AIRLINES INC (per NTSB report)

the tug operator's initiation of a right turn onto the perpendicular terminal road in proximity to the airplane.

Operated by PSA Airlines (per NTSB report)

collision with a deer during takeoff.

Operated by PSA Airlines, Inc. (per NTSB report)

the captain's inappropriate climb speed, his failure to monitor airspeed during the level off, and his inappropriate response to multiple stall warnings.

Operated by PSA AIRLINES INC (per NTSB report)

(1) The flight crewmembers’ unprofessional behavior, including their nonadherence to sterile cockpit procedures by engaging in nonpertinent conversation, which distracted them from their primary flight-related duties and led to their failure to correctly set and verify the flaps; (2) the captain’s decision to reconfigure the flaps during the takeoff roll instead of rejecting the takeoff when he first identified the misconfiguration, which resulted in the rejected takeoff beginning when the airplane was about 13 knots above the takeoff decision speed and the subsequent runway overrun; and (3) the flight crewmembers’ lack of checklist discipline, which contributed to their failure to detect the incorrect flap setting before initiating the takeoff roll. Contributing to the survivability of this incident was the presence of an engineered materials arresting system beyond the runway end.

Operated by PSA Airlines Inc. (per NTSB report)

The tugdriver and wing walker's lack of communication and the tugdriver's failure to properly monitor the wing walker. Contributing to the accident was the lightning in the vicinity of the airport, which resulted in the ground crewmembers not wearing headsets.

Operated by PSA Airlines, Inc. (per NTSB report)

The separation of the left engine exhaust nozzle during cruise climb due to inadequately designed attachment hardware.

Operated by PSA AIRLINES INC (per NTSB report)

The opening of the main cabin door after takeoff, for undetermined reasons.

Sanction not stated · case closed 2013-09-26

Sanction: $68,000 · case closed 2009-04-02

Sanction not stated · case closed 2006-07-21

Sanction not stated · case closed 2006-07-21

Sanction not stated · case closed 2006-07-21

Sanction not stated · case closed 2006-07-21

Sanction: 77000 · case closed 2006-07-21

Sanction: $1,500 · case closed 2001-04-20

Sanction: $3,000 · case closed 2001-02-01

Sanction not stated · case closed 2001-07-19

Sanction: $4,500 · case closed 2001-07-19

Sanction: $3,000 · case closed 2000-09-05

Sanction: $5,000 · case closed 2001-05-16

Sanction: $3,500 · case closed 2001-02-07

Sanction: $5,000 · case closed 2000-02-16

Sanction not stated · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Sanction: $82,650 · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Part: SELECTOR VALVE — UNSERVICEABLE (ZONE 70) · airframe 24,526 hrs · 21,515 cycles

GEAR DISAGREE MASTER WARNING / INTERROGATED MDC AND FOUND B1 CODE 005968. PERFORMED OPERATIONAL TEST OF THE LANDING GEAR EXTENSION/RETRACTION SYSTEM IAW AMM 32-30-00-710-801-A01. LANDING GEAR RETRACTION ON ALL GEARS FAILED ON MULTIPLE ATTEMPTS. TROUBLESHOT ALL GEAR SYS/NO GEAR IAW FIM 32-31-00-810-803-A01 AND FOUND LANDING GEAR SELECTOR VALVE V20 UNSERVICEABLE. REMOVED AND REPLACED LANDING SELECTOR VALVE IAW AMM 32-32-10-000/400-801-A01. PERFORMED OPS TEST OF THE LANDING GEAR EXTENSION/RETRACTION SYSTEM FOUR TIMES IAW AMM 32-30-00-710-801-A01. OP TEST GOOD. NO LEAKS NOTED. NO FURTHER DEFECTS NOTED.

Part: PIN — FAILED (RT ENG BLADES) · airframe 51,300 hrs · 40,010 cycles

RT ENGINE HIGH VIBE IN FLIGHT. REMOVED AND REPLACED RH FAN BLADE PINS IAW CRJ7 AMM 72-21-02-000/400-801-A01-PSA.

Part: SKIN — DENTED (ZONE 200) · airframe 25,914 hrs · 22,607 cycles

DENT FOUND BELOW AFT CARGO. BETWEEN FS1000.00 AND FS1015.00, STRG 19LH AND STRG 20LH. PERFORMED ALL WORK USING STEPS AND DRAWINGS LISTED IN MHIRJ REO 690-53-61-1772

Part: SKIN — DENTED (ZONE 100) · airframe 49,135 hrs · 37,525 cycles

DENT DAMAGE AT FS280.00 AND S24R, PERFORMED ALL WORK USING STEPS AND DRAWINGS LISTED IN REO 670-53-11-2357.

Part: TIRE — BLOWN (ZONE 700) · airframe 14,382 hrs · 14,589 cycles

RIGHT INBD MLG TIRE BLOWN. REMOVED AND INSTALLED RT INBD MLG WHEEL & TIRE ASSY IAW AMM 32-41-01-000/400-801-A01-PSA.

Part: CLAMP — LOOSE · airframe 34,576 hrs · 27,051 cycles

LEFT BLEED DUCT WARNING MSG IN FLIGHT FOLLOWED BY L BLEED CAUTION MSG AND A CABIN ALT MSG AT 10K FT. HAZE IN CABIN. PERFORMED LEAK CHECK OF LT ECS IAW AMM 21-51-00-790-801. FOUND V-BAND CLAMP AT AFT OF LT DUAL HEAT EXCHANGER LOOSE. REINSTALLED CLAMP (FIGURE 401, ITEM 16) AS REQUIRED IAW AMM 21-51-06-400-801. NO FURTHER ECS FAULTS. OPS CHECK GOOD. PERFORMED ECS OPS CHECK IAW AMM 21-51-00-710-801 USING APU AND EITHER ENGINE. NO HAZE, SMOKE, CONDENSATION, OR ODORS NOTED. OPS CHECKED GOOD.

Part: O-RING — LEAKING (ZONE 100) · airframe 48,400 hrs · 37,540 cycles

FUEL LEAK UNDER CENTER TANK. FUMES IN CABIN. FOUND LOWER WIGGINGS FITTING LEAKING ON SINGLE POINT REFUEL TUBE. REMOVED AND REPLACED THE SPFMT 4 O-RINGS IAW AMM 28-25-11-000/400-801-A06. REMOVED AND REPLACED THE ADAPTER ON THE SOV MANIFOLD HOUSING IAW AMM 28-25-07-000/400-801-A01. TROUBLESHOT FUMES IN CABIN IAW FIM 21-22-00-810-806. FOUND NO EVIDENCE OF FUMES.

Part: ECU — UNSERVICEABLE (ZONE 100) · airframe 22,313 hrs · 19,547 cycles

STAB/ MACH TRIM CAUTION IN FLIGHT AND SLATS/FLAPS HALFSPEED / REMOVED AND REPLACED SFECU 1 IAW CRJ 900 AMM 27-51-06-400-801 OPS CK GOOD

Part: CIRCUIT BREAKER — TRIPPED (ZONE 200) · airframe 16,097 hrs · 16,131 cycles

DC EMERGENCY BUS CAUTION IN FLIGHT, FOUND CB R11 ON CBP-1 OPEN ON ARRIVAL. CLOSED CB AND FAULT EXTINGUISHED. PERFORMED OPS TEST OF THE DC POWER SUPPLY BUSES IAW AMM 24-61-00-710-801 AND FIM 24-31-00-810-803. OPS TEST GOOD. T/S DC EMER BUS CAUTION PER FIM 24-31-00-810-803 AND AMM 24-61-00-710-801. ONLY ABLE TO DUPLICATE MSG BY PULLING BUS POWER SENSE CB1-R11 WHICH WAS NOTED AS POPPED. BREAKER REMAINED SET DURING FIM T/S AND AMM CHECKS. DC EMER BUS CHECKS GOOD.

Part: DOOR — CRACKED (ZONE 800) · airframe 15,433 hrs · 13,161 cycles

DOOR WASTE ASSEMBLY WAS REPAIRED PER EA NO: 2542-2026-0913 REV. -

Part: TAIL CONE — DENTED (ZONE 100) · airframe 15,433 hrs · 13,161 cycles

DENT IN TAILCONE WAS REPAIRED IAW REO 690-53-84-062 REV -.

Part: SKIN — DAMAGED (ZONE 500 FLAP) · airframe 15,433 hrs · 13,161 cycles

SEVERAL NICKS, EROSION AND WEAR ON LOWER SKIN OF LH INBOARD FLAP FLS 15.5 TO FLS 75.5 WAS REPAIRED PER CRJ900 SRM 57-52-01-201-005-A01

Part: WEB — CRACKED (ZONE 100) · airframe 15,433 hrs · 13,161 cycles

CRACK ON ELECTRICAL BAY FLOOR WEB RIGHT SIDE (BELOW ADG SUPPORT DOUBLER) FS193. ELECTRICAL BAY FLOOR WEB RIGHT SIDE WAS REPAIRED PER SRM 53-11-43-201-001-A01

Part: RIB — CRACKED (ZONE 500) · airframe 15,433 hrs · 13,161 cycles

CRACK ON RIB LEADING EDGE SS 57.16 AT LH WING. RIB LEADING EDGE SS 57.16 AT LH WING WAS REPAIRED PER REO 690-57-41-240 REV -.

Part: RIB — CRACKED (ZONE 600) · airframe 15,433 hrs · 13,161 cycles

CRACK ON RIB LEADING EDGE SS 57.16 AT RH WING. CRACK ON RIB LEADING EDGE SS 57.16 AT RH WING WAS REPAIRED PER REO 690-57-41-240 REV. -.

Part: FLOOR SUPPORT — CRACKED (ZONE 200) · airframe 15,433 hrs · 13,161 cycles

CRACK ON COCKPIT FLOOR LONGITUDINAL BEAM (LBL12) TO CROSSBEAM FS 280. FLOOR STRUCTURE BELOW FLIGHT COMPARTMENT. CRACK ON COCKPIT FLOOR LONGITUDINAL BEAM (LBL12) TO CROSSBEAM FS 280. FLOOR STRUCTURE BELOW FLIGHT COMPARTMENT WAS REPAIRED PER REO 690-53-11-2234 REV -.

Part: SEAT TRACK — CORRODED (ZONE 100) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON SEAT TRACK RBL9, BTW BS 349 - 485 AT CPAX. CORROSION ON SEAT TRACK RBL9.00 BTW FS=349 TO FS=485 AT CPAX. WAS EVALUATED OUT OF LIMITS IAW SRM 53-21-49-101-001-A02 AND SRM 53-31-49-101-001-A02 REPLACED IAW AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON SEAT TRACK LBL 9 BTW BS 379 - 485 AT CPAX. CORROSION ON SEAT TRACK LBL 9 BTW BS 379 - 485 AT CPAX. WAS EVALUATED OUT OF LIMITS PER SRM 53-21-49-101-001-A02 AND SRM 53-31-49-101-001-A02 REPLACED IAW AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON SEAT RAIL LBL=26 BTW FS=364 TO FS=485 AT PAX CABIN. CORROSION ON SEAT RAIL LBL=26 BTW FS=364 TO FS=485 AT CPAX WAS EVALUATED OUT OF LIMITS PER SRM 53-21-49-101-001-A02. AND SRM 53-31-49-101-001-A02 REPLACED PER AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON SEAT RAIL RBL9.00 BTW FS=486 TO FS=597, FS=598 TO FS=669.40 AT CPAX. CORROSION ON SEAT RAIL RBL9.00 BTW FS=486 TO FS=597, FS=598 TO FS=669.40 AT CPAX WAS EVALUATED OUT OF LIMITS PER SRM 53-31-49-101-001-A02 REPLACED PER AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON SEAT RAIL LBL=10 BTW FS=598 TO FS=669.40 AT CPAX. CORROSION ON SEAT RAIL LBL=10 BTW FS=598 TO FS=669.40 AT CPAX. WAS EVALUATED OUT OF LIMITS PER SRM 53-31-49-101-001-A02 REPLACED PER AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON SEAT RAIL LBL=26 BTW FS=486 TO FS=597 AT CPAX. CORROSION ON SEAT RAIL LBL=26 BTW FS=486 TO FS=597 AT CPAX. WAS EVALUATED OUT OF LIMITS PER CRJ-900 SRM 53-31-49-101-001-A02 AND REPLACED PER CRJ-900 AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON RH SIDE RAIL BTW FS=421 TO 485 , FS=501 TO FS=570 , FS=610 TO FS=720 AT CPAX. RIGHT SIDE RAIL BTW FS=421 TO 485 , FS=501 TO FS=570 , FS=610 TO FS=720 AT CPAX WERE REPLACED PER CRJ900 AMM 53-00-49"

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON RH SIDE RAIL BTW FS=744 TO FS=761 AT CPAX. CORROSION ON RH SIDE RAIL BTW FS=744 TO FS=761 AT CPAX. WERE EVALUATED OUT OF LIMITS PER SRM 53-41-49-101-001-A02 REPLACED PER AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON LT SIDE RAIL BTW FS=881 TO FS=785 AT CPAX. CORROSION ON LH SIDE RAIL BTW FS=881 TO FS=785 AT CPAX WAS EVALUATED OUT OF LIMITS PER SRM 53-41-49-101-001-A02 REPLACED PER AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 100) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON LT SIDE RAIL BTW FS=700 TO FS=379 AT CPAX. CORROSION ON LH SIDE RAIL BTW FS=700 TO FS=379 AT CPAX. WERE EVALUATED OUT OF LIMITS PER SRM 53-21-49-101-001-A01, SRM 53-31-49-101-001-A02 AND SRM 53-41-49-101-001-A02 REPLACED PER AMM 53-00-49.

Part: SEAT TRACK — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

WEAR RH SEAT RAIL FS 847.00 +16.00 TO 977.00 AT PAX CABIN. RT SEAT RAIL FS 847.00 +16.00 TO 977.00 AT PAX CABIN. WAS EVALUATED OUT OF LIMITS PER SRM 53-51-49-101-001-A02 AND REPLACED PER AMM 53-00-49.

Part: CANISTER — CRACKED (ZONE 500) · airframe 15,433 hrs · 13,161 cycles

CRACK ON CANISTER WELDED NO.3 IN STA WS=148 AT INTERNAL LH MAIN FUEL TANK. CRACK ON CANISTER WELDED NO.3 IN STA WS=148 AT INTERNAL LT MAIN FUEL TANK WAS REPAIRED PER REO 670-57-42-577 REV -.

Part: FLOOR SUPPORT — CRACKED (ZONE 200) · airframe 15,433 hrs · 13,161 cycles

CRACK ON FLOOR SUPPORT RBL 12, BTW BS 221.73 - 229, (FLIGHT COMPARTMENT FLOOR STRUCTURE BELOW WL 79.50) AT FWD FUSELAGE INTERNAL STRUCTURE. FLOOR SUPORT RBL 12.0 BTW BS 221.73 - 229 (FLIGHT COMPARTMENT FLOOR STRUCTURE BELOW WL 79.50) AT FWD FUSELAGE INTERNAL STRUCTURE WAS REPAIRED PER REO. 690-53-11-2235 REV -.

Part: BEARING — WORN (RUDDER HINGE) · airframe 15,433 hrs · 13,161 cycles

FREE PLAY ON BEARINGS OF RUDDER HINGES NR 2 AND 3 AT REAR SPAR OF VERTICAL STABILIZER. BEARINGS OF RUDDER HINGES NR 2 AND 3 AT REAR SPAR OF VERTICAL STABILIZER WERE REPLACED PER RIL #1213 REV. NC.

Part: FITTING — CORRODED (ZONE 200) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION FLOOR FITTING IN FWD ACCESS 107 (1EA) ON GALLEY 1. FLOOR FITTING IN FWD ACCESS 107 (1EA) ON GALLEY 1 WAS REPLACED PER SAFRAN CMM 25-33-21."

Part: FITTING — CORRODED (ZONE 100) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORRODED FLOOR FITTING IN AFT ACCESS 107 OUTSIDE (1EA) ON GALLEY 1. FLOOR FITTING IN AFT ACCESS 107 OUTSIDE (1EA) ON GALLEY WAS FABRICATED AND INSTALLED PER EA NO:2531-2026-0889 REV: - - SECTION III PERMANENT REPAIR.

Part: FITTING — CORRODED (ZONE 500 AILERON) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

CORROSION ON CENTER FITTING OF LH AILERON L5 LUG BORE. REPAIRED PER REO 670-57-61-237

Part: LUG — CORRODED (ZONE 600 AILERON) · corrosion level 2 · airframe 15,433 hrs · 13,161 cycles

AFTER RT AILERON BUSHINGS REMOVAL WAS FOUND CORROSION ON LUG BORE R2 AT CENTER FITTING RT AILERON. LUG BORE R2 AT CENTER FITTING, RH AILERON WAS REPAIRED PER REO 670-57-61-237 REV.-- "

Part: PRESSURE BLKHD — CORRODED · corrosion level 2 · airframe 48,768 hrs · 37,382 cycles

AT BS 235 PRESSURE BULKHEAD HAS CORROSION NEAR ELECT CONNECTOR J107. PERFORMED PERMANENT REPAIR IAW RFTS-129742, REV. 0, REO 670-53-11-2338, REV--, REO 670-53-11-2339, REV -.

Part: SPAR — DAMAGED (ZONE 300) · airframe 34,023 hrs · 26,359 cycles

REPAIR FOR MISALIGNED HOLES BETWEEN VERTICAL STABILIZER SPARS AND AFT FUSELAGE FRAMES, COMPLIED WITH ALL STEPS OF REO 670-51-00-121 REV - 2026-07-27, REPAIR FOR MISALIGNED HOLES BETWEEN VERTICAL STABILIZER SPARS AND AFT FUSELAGE FRAMES.

Part: SELECTOR VALVE — FAULTED (ZONE 700) · airframe 33,458 hrs · 26,553 cycles

GO AROUND GEAR NOT COMING DOWN. MANUAL. REMOVED AND REPLACED LANDING GEAR SELECTOR VALVE IAW AMM 32-32-10-000/400-801-A01. PERFORMED OPS TEST OF LANDING GEAR EXTENSION RETRACTION SYSTEM IAW AMM 32-30-00-710-801-A01 AND OPS TEST OF LANDING GEAR ALTERNATE EXTENSION SYSTEM IAW AMM 32-34-00-710-801-A01. OPS CHECKS GOOD.

Part: RELAY — UNSERVICEABLE (100) · airframe 14,801 hrs · 12,610 cycles

L ENG DEGRADED CAUTION IN FLIGHT. REPLACED K19, K21 IAW CRJ 900 AMM 24€“06€“07€“000€“801. FAULT DID NOT REOCCUR. OPS CHECK GOOD

Part: SKIN — DENTED (ZONE 800) · airframe 48,768 hrs · 37,382 cycles

DURING OK TO INSTALL OF PAX DOOR, DENT WAS FOUND ON AFT SIDE OF PAX DOOR HINGE ON FUSELAGE SIDE. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-130175 REV. 0, DATED AUGUST 06, 2026, AND REO 670-53-21-2944, REV-.

Part: BRAKE — LOCKED (ZONE 700) · airframe 23,057 hrs · 20,123 cycles

SUSPECT RH OUTBOARD BRAKE LOCKED UP DURING PUSHBACK / INSP BRAKE ASSY IAW CRJ-900 AMM 32-43-26-210-801-PSA. FOUND SHEARED PUCK MATERIAL.REMOVED AND REPLACED RH OB BRAKE UNIT IAW CRJ 900 AMM32-43-26-000/400-A02-PSA, OPS CHECK AND LEAK CHECK GOOD.

Part: FITTING — GOUGED (ZONE 300) · airframe 48,768 hrs · 37,382 cycles

HORIZONTAL STAB FITTING HAS GOUGE DAMAGE ON UPPER OUTBOARD LEFT-HAND FITTING AND UPPER INBOARD LEFT-HAND FITTING.

Part: IRU — UNSERVICEABLE (ZONE 100) · airframe 12,722 hrs · 12,039 cycles

PITCH FEEL FAULT STATUS MSG IN FLIGHT AND YD2 INOP, FMS 2 DISPLAYED IRS REVERTED LOST FO'S PFD INDICATION C/A REMOVED AND REPLACED IRU 2 IAW CRJ900 AMM 34-45-01-000/400-801-A01.

Part: PACKING — BLOWN (HYD SYS) · airframe 26,916 hrs · 23,820 cycles

HYD 2 LOW PRESS CAUTION MSG IN FLIGHT C/A FOUND PUMP PRESSURE SWITCH MT118 WITH PACKING BLOWN OUT. WITH RH ENGINE RUNNING HYD FLUID WAS SPRAYING OUT AROUND PRESSURE SWITCH MT118. REMOVED AND REPLACED PACKING IAW AMM 29€“34€“01€“000/400€“801-A01.

Part: BEAM — CHAFED (ZONE 400) · airframe 34,777 hrs · 26,748 cycles

LATCH BEAM CHAFED.

Part: FITTING — GOUGED (ZONE 100) · airframe 34,777 hrs · 26,748 cycles

RIGHT SIDE STAY FITTING HAS GOUGES NEAR THE TOP OF FITTING. PERFORMED PERMANENT REPAIR IAW RFTS-130144 REV. 0, AND REO 670-57-11-043, REV -A,

Part: ENGINE — VIBRATION (RIGHT) · airframe 26,074 hrs · 22,991 cycles

RIGHT ENGINE N1 FAN VIB UPTO 2.2 / PERFORMED STIFFNESS CHECK AND VIBE CHECK PER AMM 72-21-02-200-803-A01-PSA AND PPGRM 71-00-00-720-806-A01. NO DEFECTS NOTED.

Part: SELECTOR VALVE — FAULTED (ZONE 700) · airframe 23,223 hrs · 20,415 cycles

PROX SYS CAUTION MSG IN FLIGHT / REMOVED & REPLACED LANDING GEAR SELECTOR VALVE IAW AMM 32-32-10-000/400-801-A01.

Part: SKIN — DENTED (ZONE 100) · airframe 34,777 hrs · 26,748 cycles

DENT FOUND IN ZONE 122 BELOW ADG COMPARTMENT DOOR BETWEEN FS169.00 AND FS202.00 BELOW WL79.50. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-130058 REV. 0, DATED JULY 29, 2026 AND MHI RJ REO 670-51-00-85 REV. -A, DATED AUGUST 23, 2017 AND REO 670-53-11-2348 REV. --, DATED JULY 28, 2026.

Part: FITTING — GOUGED (ZONE 700) · airframe 34,777 hrs · 26,748 cycles

L/H SIDE STAY FITTING HAS GOUGE NEAR THE TOP OF FITTING. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-130145 REV. 0, DATED JULY 29, 2026, AND MHI RJ REO 670-57-11-263 REV. --, DATED JULY 28, 2026.

Part: FITTING — CHAFED (ZONE 600) · airframe 34,777 hrs · 26,748 cycles

RT WING TO FUSELAGE ATTACHMENT FITTING AT FS797.00 HAS TWO CHAFED AREAS. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-130158 REV. 0, DATED JULY 29, 2026, AND MHI RJ REO 670-57-11-265 REV. --, DATED JULY 29, 2026.