SKYWEST AIRLINES, INC.

Operated by SKYWEST AIRLINES INC (per NTSB report)

Operated by SkyWest Airlines Inc. (per NTSB report)

The elevator control restriction was caused by the failure of an elevator autopilot servo control cable which failed due to cyclic fatigue. The slack in the cable wrapped around the servo mount in such a way that it interfered with the rotation of the servo mount. The servo mount remained connected to the aft side of the elevator control quadrant by the intact aft cables. This condition resulted in the limited rotation of the elevator control quadrant in one direction.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The airplane’s encounter with convective turbulence that resulted in serious injuries to a passenger who was out of their seat when the seatbelt sign was illuminated.

Operated by SKYWEST AIRLINES INC (per NTSB report)

Operated by SKYWEST AIRLINES INC (per NTSB report)

Operated by SKYWEST AIRLINES INC (per NTSB report)

A lateral runway excursion during landing for reasons that could not be determined based on the available evidence.

Operated by SKYWEST AIRLINES INC (per NTSB report)

A ground collision by SkyWest flight 5845 that resulted in substantial damage to Republic Airlines flight 3594.

Operated by Skywest Airlines (per NTSB report)

the improper retraction of the main cabin door, which resulted in the flight attendant falling when she opened the door at the destination.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The flight attendant’s use of improper procedures when opening the main cabin door.

Operated by SkyWest Airlines (per NTSB report)

the tug driver's inability to maintain visual contact with the wing walkers and lack of situational awareness during pushback.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The incident was caused by the air traffic controller assigning an altitude below the published procedure altitude for the approach segment to be flown prior to the aircraft being established on a published portion of the approach. Contributing to the incident was the flight crew's failure to identify the appropriate altitude for the segment of the approach being flown and query the controller before subsequent decent below the published minimum altitude.

Operated by SKYWEST AIRLINES INC (per NTSB report)

the abrupt pitch up maneuver which caused the flight attendant to lose her balance and injure her ankle.

Operated by Skywest Airlines (per NTSB report)

An encounter with convective turbulence while maneuvering to avoid conflicting traffic.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The fuel supply tube fitting pulling out of the left engine’s operability bleed valve (OBV) during the landing rollout, allowing fuel to leak and contact hot engine cases, which ignited a fire that caused thermal damage to the engine pylon. Contributing to the fitting pullout from the OBV was an undetected progressive environmental control system (ECS) support link wear condition that allowed excessive OBV movement relative to the engine, and the lack of alignment instructions in the base engine assembly drawing and the lack of maintenance tasks to assess the operational condition of the ECS links.

Operated by SKYWEST AIRLINES INC (per NTSB report)

A Bombardier CRJ700 No. 1 engine failure caused by buckling of the combustion outer liner due to fatigue cracks. The liner buckling resulted in airflow disruption and reduced engine performance. The engine fuel control unit attempted to compensate for the decrease in engine performance by increasing the fuel flow rate. The combustion liner damage and increased fuel flow led to incomplete combustion of the fuel injected into the combustion chamber. Unconsumed fuel then ignited downstream of the combustion chamber (delayed ignition) and resulted in high pressure turbine thermal damage, and the eventual separation of a high pressure turbine 2nd stage nozzle vane segment. The separated vane segment subsequently caused low pressure turbine case burn through and catastrophic impact damage to the high and low pressure turbine stages.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The captain’s inadvertent turn onto the incorrect taxiway and subsequent entry onto an active runway without a clearance, which resulted in the runway incursion.

Operated by SKYWEST AIRLINES INC (per NTSB report)

A failure of the nose landing gear down lock spring which precluded normal downlock operation of the nose landing gear.  The spring failure was due to the presence of too much retained austenite which led to the formation of progressive cracking and subsequent failure of the spring.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The tug driver's failure to comply with the wing walkers direction to stop, which resulted in the towed airplane colliding with N961SW.

Operated by SkyWest Airlines (per NTSB report)

the driver's failure to ensure that the belt loader was clear of the airplane before turning.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The failure of the right main landing gear (MLG) to extend normally, which resulted from the combination of a slightly worn uplock pin, the operation of the hydraulic pumps below their specified operating pressures, and contamination within the landing gear hydraulic system. Also causal to the accident was the failure of the right MLG to extend manually using the alternate gear selector handle due to the improper use of lubricant within the alternate release handle assembly, which prevented the handle from remaining in its fully extended position.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The tug driver’s loss of airplane control during pushback due to a loss of traction in slippery conditions on the ramp. Contributing to the accident was the ground crews’ and airline operators’ inadequate guidance with regard to pushback procedures during low ground traction conditions with an inoperative airplane auxiliary power unit.

Operated by SkyWest Airlines (per NTSB report)

The ground crew’s failure to detach the air-starter hose from the airplane before moving the cart away resulting in structural damage to a skin panel.

Operated by SkyWest Airlines (per NTSB report)

The overextension of the main cabin door due to difficulty opening the door because the power-assist motor cable was lodged within the main cabin door assembly.

Operated by SKYWEST AIRLINES, Inc. (per NTSB report)

The failure of the left main landing gear (MLG) to extend normally and manually for reasons that could not be conclusively determined.

Operated by SKYWEST AIRLINES INC (per NTSB report)

Failure of the airplane’s nose landing gear to extend for undetermined reasons.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The local controller’s failure to issue control instructions necessary to ensure positive control/standard separation of traffic operating within the Class C airspace.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The flight crew’s failure to maintain clearance from the jet bridge during taxi. Contributing to the incident was the ramp marshaller's diverted attention and failure to signal the flight crew to stop at the correct position.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The flight crew's failure to maintain clearance from the stationary vehicle while taxiing.

Operated by Skywest Airlines Inc (per NTSB report)

The tug driver's failure to yield the right-of-way to the airplane prior to crossing the active taxiway as required by airport procedures, and his subsequent failure to maintain clearance with the airplane. A contributing factor was the presence of the tug on the taxiway at the time the airplane passed the service road intersection. Additional factors were the wet pavement and the night lighting conditions.

Operated by SKYWEST AIRLINES INC (per NTSB report)

The copilot's failure to maintain control of the airplane during the landing and the captain's delay in initiating remedial action. Factors contributing to the accident were the low ceiling and low visibility due to fog, and the aircraft's deviation from expected performance due to airframe icing.

Operated by SKYWEST AIRLINES, INC. (per NTSB report)

moisture contamination of the elevator trim actuators, which allowed the units to freeze at altitude resulting in an abrupt pitch change when the units thawed at lower altitudes.

Operated by SKYWEST AIRLINES (per NTSB report)

a laser light source of unknown origin, directed toward the aircraft, as it was approaching to land.

Operated by SKYWEST AIRLINES (per NTSB report)

the ground crew's failure to follow company procedures. The failure of the operator to provide headsets to communicate with the flightcrew and the poor lighting conditions were factors in this accident.

Operated by SKYWEST AIRLINES, INC. (per NTSB report)

FAA INADEQUATE SEPARATION STANDARDS BETWEEN LARGE AND HEAVY CATEGORY AIRCRAFT.

Operated by SKYWEST AIRLINES INC. (per NTSB report)

the failure of maintenance personnel to detect a crack in the windscreen which exceeded the operational limits for pressurized flight. A factor in the accident was the inadequacy of the inspection method published by the manufacturer.

Operated by SKYWEST AIRLINES INC. (per NTSB report)

THE PILOT'S POOR JUDGMENT IN ATTEMPTING A FLIGHT WHILE BEING FATIGUED DUE TO THE LACK OF SLEEP WHICH RESULTED IN A LOSS OF CONTROL AND SUBSEQUENT OVERSTRESSING OF THE AIRPLANE.

Operated by SKYWEST AIRLINES (per NTSB report)

IMPROPER IFR PROCEDURE BY THE CAPTAIN, AND INADEQUATE MONITORING OF THE APPROACH BY THE FIRST OFFICER, WHICH RESULTED IN A FAILURE TO MAINTAIN PROPER ALTITUDE DURING THE APPROACH. FACTORS RELATED TO THE ACCIDENT WERE: THE TERRAIN AND WEATHER CONDITIONS AT THE ACCIDENT SITE.

Operated by SKYWEST AIRLINES (per NTSB report)

THE FUEL TRUCK DRIVER'S IMPROPER OPERATION OF THE VECHICLE ON THE AIRPORT. FACTORS WERE THE DRIVER'S DIVERTED ATTENTION AND THE INADEQUATE SUPERVISION BY COMPANY MANAGEMENT.

Operated by SKYWEST AIRLINES (per NTSB report)

THE FAILURE OF THE FUEL TANKER DRIVER TO SEE AND AVOID THE MOVING AIRCRAFT. FACTORS CONTRIBUTING TO THE ACCIDENT WERE THE DRIVER'S OBSTRUCTED VISIBILITY THROUGH THE RIGHT SIDE OF THE VEHICLE'S CAB, AND THE DUSK LIGHT CONDITIONS.

Operated by SKYWEST AIRLINES, INC. (per NTSB report)

Sanction: $30,000 · case closed 2023-11-29

Sanction: $44,000 · case closed 2022-02-17

Sanction: $27,000 · case closed 2019-05-16

Sanction not stated · case closed 2015-10-01

Sanction: $2,000 · case closed 2014-08-13

Sanction: $17,100 · case closed 2014-05-08

Sanction: $16,875 · case closed 2014-05-08

Sanction: $100,000 · case closed 2015-10-06

Sanction: $51,000 · case closed 2013-08-27

Sanction: $40,000 · case closed 2013-05-10

Sanction: $17,500 · case closed 2013-05-15

Sanction: $33,000 · case closed 2013-05-10

Sanction: $40,000 · case closed 2013-08-27

Sanction: $60,000 · case closed 2015-10-01

Sanction: $32,500 · case closed 2014-02-10

Sanction: $4,000 · case closed 2011-06-03

Sanction: $24,000 · case closed 2011-03-02

Sanction: $10,000 · case closed 2011-02-16

Sanction: CONSOLIDATE D CASE · case closed 2011-03-02

Sanction: $10,000 · case closed 2011-02-02

Sanction: $144,000 · case closed 2011-03-02

Sanction: $17,500 · case closed 2011-04-13

Sanction: $12,000 · case closed 2010-12-10

Sanction: $30,000 · case closed 2011-05-05

Sanction: CONSOLIDATE D CASE · case closed 2011-03-02

Sanction: $45,000 · case closed 2011-03-02

Sanction: $54,500 · case closed 2011-05-11

Sanction: $10,000 · case closed 2009-09-28

Sanction: $20,000 · case closed 2009-10-28

Sanction: $10,000 · case closed 2009-09-28

Sanction: $2,000 · case closed 2009-04-27

Sanction: $15,000 · case closed 2009-04-27

Sanction: $4,000 · case closed 2009-01-26

Sanction: $4,000 · case closed 2008-09-04

Sanction: $8,750 · case closed 2008-09-04

Sanction: $7,500 · case closed 2008-01-30

Sanction: $30,000 · case closed 2007-09-27

Sanction: $50,000 · case closed 2007-05-03

Sanction: $15,000 · case closed 2006-08-29

Sanction: $6,000 · case closed 2007-03-23

Sanction: $15,000 · case closed 2007-02-12

Sanction: $7,000 · case closed 2006-04-18

Sanction: $8,000 · case closed 2005-06-27

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction: $5,500 · case closed 2004-03-09

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction: $3,000

Sanction not stated · case closed 2005-11-03

Sanction not stated · case closed 2005-11-03

Sanction: 49,000 · case closed 2005-11-03

Sanction: $6,000 · case closed 2001-11-26

Sanction: $10,000 · case closed 2000-11-17

Sanction: $3,333 · case closed 2001-12-05

Sanction: $20,000 · case closed 2001-02-06

Sanction: $4,000 · case closed 2000-02-11

Sanction: $5,000 · case closed 2000-03-30

Sanction: $15,000 · case closed 2000-06-26

Sanction: $2,500 · case closed 2002-08-20

Sanction: $4,400 · case closed 2003-06-06

Sanction: $1,000 · case closed 2002-06-24

Sanction: $6,500 · case closed 2003-06-06

Sanction: $5,000 · case closed 2003-09-24

Sanction: $16,500 · case closed 2003-06-06

Part: DOOR SEAL — DENTED (ZONE 800) · airframe 49,351 hrs · 43,296 cycles

FOUND DENT AND SEPERATION OF DOUBLER ON PAX DOOR SEAL SURROUND AFT SIDE IN FRONT OF UPPER PIN STOP FITTING OPEN.

Part: STRUCTURE — CRACKED (ZONE 800) · airframe 49,351 hrs · 43,296 cycles

FOUND CRACKED IN THE PAX DOOR BETWEEN THE FOLDING STEP & WHEEL SYSTEM.

Part: A/C PACK — ODOR (ZONE 100) · airframe 43,557 hrs · 31,424 cycles

ON DESCENT STRONG PACK ODOR NONSTANDARD TO OTHER PACKS SMELLS. ODOR OF BURNING KEROSENE, NO FUMES OBSERVED IN THE CABIN. ODOR TASTE OF BURNING PLASTIC (FLIGHT 5208) REF AML 1974736 REF AML 1974750.

Part: STRUCTURE — OUT OF LIMITS (ZONE 300) · airframe 26,312 hrs · 17,403 cycles

COMPLY WITH SB 170-55-0014, HORIZONTAL STAB CENTER BOX AT RIBS 10A, 11A, & 12A REPLACEMENT REV 01 PART 0. OPEN

Part: CABIN PRESS SYS — WARNING MESSAGE · airframe 24,960 hrs · 16,895 cycles

AFTER CLIMBING THROUGH 10,000 RECEIVED TRIPLE CHIME AND CABIN ALTITUDE HI MESSAGE. PERFORMED QRH AND RETURNED TO DEPARTURE AIRPORT. (FLIGHT 3495) WHEN ARRIVING TO THE AIRCRAFT, THE PRESSURIZATION PANEL THE MODE WAS SET TO MANUAL, RATHER THAN BEING IN AUTO FOR NORMAL OPERATION. ASKED THE PILOTS IF THEY MOVED THE SELECTOR FROM AUTO INTO MANUAL, THEY COULD NOT REMEMBER. ASKED THE CAPTAIN WHAT REFERENCE HE USED FOR QRH PROCEDURES. THE ABNORMAL AND EMERGENCY PROCEDURES MANUAL USED DOES NOT HAVE THE FLIGHT CREW CHANGE THE POSITION OF THE MODE SELECTOR. THE ONLY INSTRUCTION FOR THE PRESSURIZATION CONTROL PANEL WAS FOR THE PILOTS TO PRESS THE DUMP BUTTON, WHICH THE CAPTAIN DID CONFIRM WAS DONE. REFERENCE AML 1973357 FOR SPEED TAPE REMOVAL AND REAPPLICATION. REFERENCE AML 1973367 FOR TROUBLESHOOTING. REFERENCE AML 1973390 FOR TROUBLESHOOTING. DURING TROUBLESHOOTING PER FIM TASK: 21-31-00-810-818-A NO DEFECTS WERE FOUND DURING REQUIRED VISUAL INSPECTIONS AND THE CABIN LEAKAGE TEST DURING PRESSURIZATION WAS WITHIN NORMAL LIMITS. FOLLOWING TROUBLESHOOTING AND WITH NOT FINDING ANY DEFECTS, OTHER THAN THE FINDING OF THE MODE S

Part: ANGLE — CRACKED (ZONE 300) · airframe 41,397 hrs · 38,634 cycles

FOUND A CRACK IN RUDDER SUPPORT STRUCTURE ON ANGLE, CONNECTING TO SUPPORT MEMBER AT RS 40.458 ON ITEM 167 STATION RIB IAW SRM 55-40-00, FIG 1, SHEET 13. MANUFACTURED AND INSTALLED REPLACEMENT RUDDER SUPPORT STRUCTURE ANGLE(RHS) LOCATED AT RS40.458 BY COMPLYING WITH SNIEO 601R22013 AND SNIEO CC670-22135. COMPLIED WITH MIP TASKCARD 51-900-1003-SKY. SEE CP 32890829 FOR LPI OF MANUFACTURED ANGLE. SEE CP 32886724 FOR REINSTALLATION OF RUDDER.

Part: BRAKE — FAULTED (ZONE 700) · airframe 23,996 hrs · 17,692 cycles

PRKG BRK NOT RELEASED CAUTION MESSAGE DURING CLIMB OUT. QRH PROCEDURE DID NOT INITIALLY RESOLVE ISSUE, HOWEVER MESSAGE DISAPPEARED WHILE ON FINAL APPROACH (FLIGHT 3794 - FILED CLOSED)NO HISTORY. MECH ARRIVED AND NO FAULT MESSAGES POSTED. RAN TESTS FROM FIM 32-41-00-810-861-A/200 AND ALL TEST PASSED WITH NORMAL INDICATIONS. OKAY FOR SERVICE.

Part: VALVE — FAULTED (HYD SYS) · airframe 13,016 hrs · 7,416 cycles

WHILE IN CRUISE, HYDRAULIC QUANTITY ON SYSTEM 3 WENT FROM 18% WHEN NOTICED TO 0%. LATER LOST ALL HYD 3 PRESSURE. ELEC PUMPS A AND B WERE TURNED OFF WHEN DIRECTED BY THE QRH. (FLIGHT 6401) FOUND OUTLET PRESSURE UNION ON HYD NR 3 FLOW LIMITER VALVE LEAKING. REMOVED AND REPLACED BOTH HYD NR 3 FLOW LIMITER VALVES PRESSURE AND OUTPUT UNION O-RINGS WITH SERVICEABLE UNITS. SERVICED AND OPERATED HYD. #3 SYSTEM FOR SEVERAL MINUTES. ALL INDICATIONS NORMAL AND NO LEAKS NOTED. AFTER OPERATING WE INSPECTED HYD#3 FILTER DPI'S. NO DEFECTS NOTED. ACFT OK FOR SERVICE. REF AMM. 29-12-19

Part: LANDING GEAR — FAULTED (NOSE) · airframe 49,082 hrs · 41,661 cycles

AFTER T/O, RETRACT MLG & MLG WARN MESSGE & RED X NLG IND. QRH SOLVED ISSUE W/ MAN RELEASE. TO STOW MAN RELEASE AMBER X NLG (FLT 5719). REF CP 32873539 REPLACED OF NLG UPLOCK ASSY. CP 32873572 REPLACED OF NLG PRIORITY VLV. CP 32875851 CHKG NLG DOOR DI14 & DI15 IN PSEU. CP 32875875 CHKG SELECT VLVS ELEC CONNECTORS, CP 32869994 SRVCE OF NLG SHOCK STRUT. CP 32869720 INDUCTANCE CHK OF MLG SENSORS & HARNESS, CP 32869275 FDR DOWNLOAD, CP 32876071 HYD 3 ACCUM PSI CHK. CP 32876082 HYD 3 FILTER DPI INSP. CP 32876093 FOR NLG & MLG LEAK CHKS. CP 32876096 MLG SELECT VLV RESTRICT & CHK VLV INSP. CP 32876104 NLG SELECT VLV RESTRICT & CHK VLV INSP. CP 32876112 NLG DOOR SELECT VLV RESTRICT & CHK VLV INSP.

Part: COVER — ODOR (ZONE 200) · airframe 53,960 hrs · 36,651 cycles

BURNING ODOR IN THE GALLEY AND FIRST CLASS CABIN (FLT 6223). THIS DISCREPANCY WAS TRANSFERRED TO CAMP ITEM 32869414 . REMOVED WORN GALLEY CEILING INSULATION AND INSTALLED NEW SERVICABLE GALLEY CEILING INSULATION IAW AMM 25-82-05. AIRCRAFT ODORSS NORMAL AND NO ABNORMALITIES WERE NOTED AT THIS TIME.

Part: SLAT SYSTEM — FAULTED · airframe 53,921 hrs · 36,962 cycles

IN FLIGHT RECEIVED A SLATS FAIL CAUTION MESSAGE. FAILED AT 1 DEGREE. WHEN WE PUT THE FLAPS TO 45 FOR LANDING, THE SLATS WENT TO 25. (FLIGHT 4325) OPEN

Part: BALLAST — ODOR (ZONE 200) · airframe 53,960 hrs · 36,651 cycles

SMOKE FUME ODOR IN FLIGHT DECK (FLIGHT 4976) CORRECTIVE ACTION REPORTED SMOKE/FUME SMELL IN FLIGHT DECK WAS TROUBLESHOOT IAW FIM 21-21-00 AND 79-30-00. VERIFIED NO VISIBLE SMOKE PRESENT, ODOR ONLY, & NO 30 DAY HISTORY. REF CP 32864233 FOR PRESSURIZATION CHECK. NO DEFECTS FOUND, CP 32867131 FOR BORESCOPE OF A SUMPS, BOTH ENGINES. NO LEAKS FOUND. FOUND CELING AND SIDEWALL LIGHT BALLASTS AT ROW 3A TO BE THE SOURCE OF ODOR. REF CP 32867666 AND CP 32867976 FOR REMOVAL AND REPLACEMENT OF BALLASTS. NO SMOKE ODOR PRESENT. ACFT OKAY FOR SERVICE.

Part: WARNING MESSAGE — ILLUMINATED (ELEVATOR SYS) · airframe 45,853 hrs · 31,891 cycles

ELEVATOR SPLIT CAUTION MESSAGE CAME ON IN FLIGHT. HAS STAYED ON AFTER ENGINE SHUTDOWN. (FLIGHT 3795) REF AML 1970692.

Part: INTERCOSTAL — CORRODED (ZONE 800) · airframe 44,571 hrs · 35,288 cycles

FOUND PAX DOOR FWD DD2 TO BE CORRODED REQUIRES REPLACEMENT.

Part: SKIN — DAMAGED (ZONE 100) · airframe 30,658 hrs · 18,142 cycles

FOUND RIVET AT 26L AND FR15 BURNT AND DEFORMED DUE TO LIGHTING STRIKE.? SEE ETD 2026-170-014053 FOR ADDITIONAL INFORMATION. DAMAGE REQUIRES EVALUATION AND DISPOSITION. REPLACED 1 FASTENER ON FUSELAGE SKIN @ 26L AND FR15 IN REFERENCE TO ERJ 175 SRM 51-43-04. SEE CP 32876138 FOR LEAK CHECK.

Part: SKIN — DAMAGED (ZONE 100) · airframe 30,658 hrs · 18,142 cycles

FOUND RIVET BURNT AT 26L AND FR14 DUE TO LIGHTING STRIKE€? SEE ETD 2026-170-014053 FOR ADDITIONAL INFORMATION. DAMAGE REQUIRES EVALUATION AND DISPOSITION. REPLACED 1 FASTENER ON FUSELAGE SKIN @ STR 26L AND FR14 IN REFERENCE TO ERJ 175 SRM 51-43-04.

Part: SKIN — DAMAGED (ZONE 100) · airframe 30,658 hrs · 18,142 cycles

FOUND AN ENTRANCE POINT OF LIGHTING STRIKE, LOOKS WELDED AT 2"BELOW 25L JUST OFF FR13 1/2 IN RADIUS€? SEE ETD 2026-170-014053 FOR ADDITIONAL INFORMATION. DAMAGE REQUIRES EVALUATION AND DISPOSITION. (FILED CLOSED)COMPLIED WITH PERMANENT BLENDING REPAIR OF " AN ENTRANCE POINT OF LIGHTING STRIKE, LOOKS WELDED AT 2"BELOW 25L JUST OFF FR13 1/2 IN RADIUS" PER ETD2026-170-014368 REV.: A.

Part: SKIN — DAMAGED (ZONE 100) · airframe 30,658 hrs · 18,142 cycles

FOUND A RIVET ON FR13 JUST ABOVE 25L MELTED DUE TO LIGHTING STRIKE 1/2 RADIUS €ŒSEE ETD 2026-170-014053 FOR ADDITIONAL INFORMATION. DAMAGE REQUIRES EVALUATION AND DISPOSITION. REPLACED 1 FASTENER ON FUSELAGE SKIN @ FR13 JUST ABOVE STR 25L IN REFERENCE TO ERJ 175 SRM 51-43-04. SEE CP 32876138 FOR LEAK CHECK.

Part: SKIN — DAMAGED (ZONE 100) · airframe 30,658 hrs · 18,142 cycles

FOUND 3 BURN MELTED SPOTS ABOVE 25L BY 1/2 IN BETWEEN FR12 AND FR13 ONE IS 1/4 RADIUS ONE IS 1/2 IN RADIUS AND ONE IS 3/4 RADIUS ALL GROUPED TOGETHER IN 1 IN 1/4" LONG DUE TO LIGHTING STRIKE€? SEE ETD 2026-170-014053 FOR ADDITIONAL INFORMATION. DAMAGE REQUIRES EVALUATION AND DISPOSITION. (FILED CLOSED)COMPLIED WITH PERMANENT BLENDING REPAIR FOR €Œ3 BURN MELTED SPOTS ABOVE 25L BY 1/2 IN BETWEEN FR12 AND FR13 ONE IS 1/4 RADIUS ONE IS 1/2 IN RADIUS AND ONE IS 3/4 RADIUS ALL GROUPED TOGETHER IN 1 IN 1/4" LONG DUE TO LIGHTING STRIKE€? PER ETD2026-170-014368 REV.: A. DATED 8/21/2026

Part: SKIN — DAMAGED (ZONE 100) · airframe 30,658 hrs · 18,142 cycles

FOUND MELTED RIVET ON FR12 1 IN UP OFF 26L 1/2 RADIUS DUE TO LIGHTING STRIKE€? SEE ETD 2026-170-014053 FOR ADDITIONAL INFORMATION. DAMAGE REQUIRES EVALUATION AND DISPOSITION. REPLACED 1 FASTENER ON FUSELAGE SKIN @ FR12 AND STR 26L IN REFERENCE TO SRM 53-00-00/REPAIR 03P

Part: SKIN — DAMAGED (ZONE 100) · airframe 30,658 hrs · 18,142 cycles

FOUND LIGHTNING STRIKE ENTRANCE POINT ON RIVET AT STGR27L NEXT TO FRAME 18 (FILED CLOSED)REPLACED 1 DAMAGED RIVET ON LH SKIN @ STGR27L NEXT TO FRAME 18 IN REFERENCE TO ERJ 175 SRM 51-41-02**SEE CP 32576138 FOR LEAK/PRESSURE CHECK SIGN-OFF

Part: FITTING — UNSERVICEABLE (ZONE 800 SLIDE) · airframe 13,277 hrs · 7,509 cycles

UPON INSPECTION OF RT FWD SERVICE DOOR SLIDE FITTING ASSY, FOUND MOST FWD RT SLIDE FITTING RECEPTICLE TO BE UNSERVICABLE. REMOVED AND REPLACED THE RT FWD DOOR FWD EVACUATION SLIDE FITTING WITH A SERVICEABLE UNIT IAW AMM 53-10-25. OPS CHECK GOOD.

Part: SELECTOR VALVE — LEAKING (NLG) · airframe 49,082 hrs · 41,660 cycles

MLB DISAGREE WARNING IN FLT. AFTER ROTATION NLG DIDN`T RETRACT. RAN QRH & DECLARED AN EMERGENCY, LANDED SAFELY AT KORD & TAXIED TO GATE UNDER OWN POWER, NO OTHER ISSUES NOTED. QRH SUCCESSFUL IN RECTIFYING THE MLG DISAGREE. (FLIGHT 5103) NR 3 HYD ACCUMULATOR OPS CHKD GOOD. COMPLIED WITH LANDING GEAR AND HYD HEALTH CHECK. FOUND NLG SELECTOR VALVE LEAK, HYD SYS NR 3 FAILED PRESSURE DECAY RATE & PROXIMITY SESNOR NOT FULLY SECURED. CORRECTED & PEFORMED MULTIPLE SUCCESSFUL LANDING GEAR EXTENSION/RETRACTION SYSTEM AMM 32-30-00. OPS CHECK GOOD.

Part: SKIN — DENTED (ZONE 100) · airframe 36,777 hrs · 29,424 cycles

DURING BIRD STRIKE INSPECTION FOUND DENT IS IN THE RIGHT FUSELAGE PANEL BETWEEN THE UPPER INBOARD TRU DOOR AND THE RADOME. FOUND DENT TO BE 2.5" LONG BY 1.5" WIDE BY 0.187 DEEP. STARTING AT THE EDGE OF THE TRU DOOR CUTOUT AND EXTENDING FORWARD 1.5". DENT IS OUTSIDE OF THE ZONE 4 AREA. (FLIGHT 5964) REMOVED AND REPLACED RIGHT FUSELAGE PANEL BETWEEN RH TRU DOOR AND RADOME FS169.00 TO FS173.00 WITH REFERENCE TO SRM 51-42-06 AND SRM 51-42-13. COMPLIED WITH TASK CARD 51-900-1002-SKY.

Part: DUCT — LEAKING (BLEED AIR) · airframe 52,179 hrs · 35,042 cycles

LEFT BLEED DUCT WARNING MESSAGE ON CLIMB OUT AT 12000 (FLIGHT 6234). ON ARRIVAL TO ACFT NO CURRENT WARNING MESSAGE WAS PRESENT. INTERROGATED MDC FOUND B1 007182. PERFORMED BLEED LEAK TEST IAW FIM 36-21-01. BLEED LEAK TEST PASSED. CHECKED EVENT LOCATION HISTORY & FOUND A HIT ON MT 141 AT 0% WITH A HIT COUNTER OF 4 ON FLIGHT LEG 2203 IN CORRELATION WITH B1 CODE THAT WAS FOUND. RAN BOTH LT & RT PACKS, PERFORMED GVI OF BLEEED DUCTS & FOUND LEAK IN BLEED DUCT, DUE TO BLEED LEAK EVENT LOCATION HISTORY R & R AILC IAW AMM 30-12-12. PERFORMED BITE TEST OF AILC BITE TEST PASSED AT THIS TIME. NO CURRENT FAULTS NOTED AT THIS TIME. NO OTHER DEFECTS NOTED AT THIS TIME.

Part: LIMITER — TRIPPED (FLAP SYS) · airframe 14,717 hrs · 9,824 cycles

FLAPS FAILED ON TAKEOFF. STUCK ON FLAP 1. RAN THE QRH DID NOT FIX. (FLIGHT 5384) UPON ARRIVAL POWERED DOWN ACFT, POWERED UP WITH APU AMM 49-10-00. INTERROGATED CMC FOUND 27512014ACE. TROUBLESHOT IAW FIM 27-51-00. FOUND LT OTBD TORQUE INDICATOR LIMITER TRIPPED. PERFORMED RESET OF THE LT OTBD FLAP TORQUE LIMITER INDICATOR RESET IAW FIM 27-51-00. PERFORMED OPS TEST ON FLAP/SLAT IAW AMM 27-50-00. OPS TESTED OK. NO FLAP FAIL INDICATION ON EICAS AT THIS TIME. NO HISTORY. AIRCRAFT OK TO CONTINUE SERVICE.

Part: UNKNOWN — ODOR (CABIN) · airframe 53,955 hrs · 36,646 cycles

BURNING ODOR COMING FROM THE GALLEY & CAN BE SMELLED ALL THE WAY TO ROW 8. NO VISIBLE SMOKE, JUST A BURNING ODOR. (FLIGHT 4923) ARRIVED AT ACFT, ODOR WAS NOT STRONG, VERY HARD TO NOTICED. PERFOMRED GVI FOR ELECTRICAL BURNING ODORS IN GALLEY, AVIONICS BAY, & FRONT OF CABIN, NO ELECTRICAL, BURNING ODOR. CAP & FO WERE SAYING SMELLED LIKE WAX, TO ME SMELLED A BIT LIKE MELTING GLUE FROM A GLUE GUN, BUT COULD NOT FIND THE SOURCE & DUE TO MULTIPLE WRITE UPS, WILL NEED MORE TROUBLESHOOTING REF AML 1965304.

Part: UNKNOWN — ODOR (CABIN) · airframe 32,583 hrs · 33,195 cycles

STRONG ODOR OF FUEL IN CABIN, MIGRATED TO FLIGHT DECK DURING DESCENT. ESTABLISHED ON ENGINE BLEEDS & KEPT APU OFF. ODOR WENT AWAY ON LANDING. (FLIGHT 5060) COMPLIED WITH FIM 21-21-00, PERFORMED INSPECTION OF APU FUEL SYS IAW AMM 49-31-00, NO LEAKS NOTED. FOUND & CLEAN RESIDUAL FUEL IN APU ENCLOSURE. PERFORMED OPS CHK OF APU & BOTH ENGINES IAW AMM 49-10-00 & 71-00-00. OPS CHKD GOOD. PERFORMED OPS CHECK OF AIR CONDITIONING SYS IAW AMM 21-51-00. COULD NOT DUPLICATE STRONG ODOR. R & R BOTH LT & RT COALESCER BAGS IAW 21-51-13. OPS CHKD GOOD.

Part: AOA — FAULTED (ZONE 100) · airframe 52,600 hrs · 35,541 cycles

IMMEDIATELY AFTER TAKEOFF GOT A STICK SHAKER WITH CONTINUOUS IGNITION WITH STALL LIGHT FLASHING. FOS SIDE AIRSPEED TAPE HAD RED BARBER POLE FROM BOTTOM HIGHER THAN NORMAL. ALSO GOT AUDIO WARBLER. NEVER GOT STICK PUSHER. DURING FLIGHT HIGH AIRSPEED BARBER POLE OVERLAPPED LOW AIRSPEED BARBER POLE. UNABLE TO ENGAGE AUTOPILOT DUE TO ACFT THINKING IT WAS STALLED. CONDITIONS CONTINUED UNTIL LANDING. (FLIGHT 6238) INTERROGATED MDC, FOUND B1 CODE 007859. AOA B1 IS BELIEVED TO HAVE CAUSED STICK SHAKER ISSUES, SINCE THEY ARE ALL CONNECTED IN THE STALL PROTECTION SYSTEM. FROM THERE TROUBLESHOT AOA VANES, FOUND THAT THE FO'S SIDE WAS STICKING & NOT MOVING FREELY. LOOKED INTO AOA VANES & FOUND THE FO'S SIDE HAD BEEN REPLACED WITH AN OLD SERVICEABLE AOA VANE, SUSPECTED BAD PART FROM STOCK. R & R FO'S SIDE AOA VANE IAW AMM 27-35-05. OP CHECK GOOD, NO ISSUES.

Part: MOTOR — WARNING MESSAGE (HYD PUMP) · airframe 42,921 hrs · 31,901 cycles

HYD 3 LOW PRESSURE DURING CLIMB OUT. RAN QRH. MESSAGE REMAINED. (FLIGHT 6481) THIS DISCREPANCY WAS TRANSFERRED TO CAMP ITEM 32805095. REF CP 32808417 FOR CORRECTIVE ACTION AND WORK PERFORMED.

Part: WINDSHIELD — CRACKED (ZONE 200) · airframe 10,210 hrs · 8,196 cycles

CAPTAIN`S SIDE WINDSHIELD CRACKED DURING CLIMB (FLIGHT 3059). REMOVED AND REPLACED CA SIDE WINDSHIELD IAW AMM 56-11-00.

Part: WINDOW — CRACKED (ZONE 200) · airframe 50,943 hrs · 39,218 cycles

FO SIDE WINDOW CRACKED INFLIGHT IN TWO PLACES. ONE IS AN ARC AND THE OTHER IS VERTICAL (FLIGHT 6234) TRANSFERRED TO CAMP ITEM 32787656. R & R FO SIDE WINDOW IAW AMM 56-12-01.

Part: SKIN — ABNORMAL (ZONE 200) · airframe 41,401 hrs · 27,377 cycles

PERFORM PERMANENT DOUBLER REPAIR INSTALLATION TO UPPER FUSLEAGE SKIN LOCATED BETWEEN BS 830.4 - 847, STRINGER 1L - STRINGER 0 DUE TO THE DEMODIFICATION OF ATG 4 WIFI SYSTEM (MAJOR REPAIR) OPEN.

Part: SKIN — ABNORMAL (ZONE 200) · airframe 41,401 hrs · 27,377 cycles

PERFORM PERMANENT DOUBLER REPAIR INSTALLATION TO RT FWD FUSLEAGE SKIN LOCATED BETWEEN BS 394 - 409, STRINGERS 13R - 14R DUE TO THE DEMODIFICATION OF ATG 4 WIFI SYSTEM (MAJOR REPAIR) (OPEN)

Part: SKIN — ABNORMAL (ZONE 200) · airframe 41,401 hrs · 27,377 cycles

PERFORM PERMANENT DOUBLER REPAIR INSTALLATION TO LH FWD FUSLEAGE SKIN LOCATED BETWEEN BS 394 - 409, STRINGERS 13L - 14L DUE TO THE DEMODIFICATION OF ATG 4 WIFI SYSTEM (MAJOR REPAIR) (OPEN)

Part: SKIN — ABNORMAL (ZONE 100) · airframe 41,401 hrs · 27,377 cycles

PERFORM PERMANENT DOUBLER REPAIR INSTALLATION TO FUSLEAGE SKIN LOCATED BETWEEN BS 1000 - 1015, STRINGERS 25R - 26R, DUE TO THE DEMODIFICATION OF ATG 4 WIFI SYSTEM (MAJOR REPAIR) (OPEN).

Part: SEAT TRACK — CORRODED (ZONE 200) · airframe 30,696 hrs · 18,059 cycles

FWD WET AREA, LT SEAT TRACK AT FR 14-18, Y - 10" CORRODED AT MULTIPLE LOCATIONS. R & R THE FWD WET AREA SEAT TRACK IAW SRM 51-40-08.

Part: SEAT TRACK — CORRODED (ZONE 200) · airframe 30,696 hrs · 18,059 cycles

FRAMES 17-21, Y + 10 RT SEAT TRACK CORRODED AT MULTIPLE LOCATIONS. R & R THE SEAT TRACK IAW SRM 51-40-08. NO FURTHER ACTION REQUIRED.

Part: SKIN — DAMAGED (ZONE 100) · airframe 40,948 hrs · 27,260 cycles

AIRCRAFT FUSELAGE SUSTAINED DAMAGE DURING MAINTENANCE BETWEEN BS 265 AND BS 280 AND BETWEEN STR 27L AND STR 26L. PERFORMED PERMANENT REPAIR TO FUSELAGE SKIN BTWN BS 265 & BS 280, STR 26 - 27L IAW REO 670-53-11-2354. ALSO COMPLETED CARD ST 51-900-1002-SKY.

Part: TRANSMITTER — FAULTED (ELEVATOR SYS) · airframe 43,313 hrs · 30,920 cycles

ELEVATOR SPLIT CATION MESSAGE IN FLIGHT (FLIGHT 5640) SEE CP32774877 FOR FDR DOWNLOAD SEE CP32780935 FOR TROUBLESHOOTING AND R & R RT ELEVATOR POSITION TRANSMITTER , SEE CP32784391 FOR R & R LT ELEVATOR POSITION TRANSMITTER.

Part: WINDOW — CRAZED (ZONE 200) · airframe 7,317 hrs · 4,824 cycles

LH PASSENGER WINDOW #1 HAS CRAZING DAMAGE (C-CHECK RO 08/19/2026)REMOVED AND REPLACED LH PASSENGER WINDOW #1. REF AMM 56-20-00EAMS 10406 DUE 3/12/27

Part: FITTING — BROKEN (DOOR SLIDE) · airframe 12,611 hrs · 7,275 cycles

FWD RH DOOR EVACUATION SLIDE FWD FITTING SPRING DOES NOT SPRING BACK FULLY. REMOVED AND REPLACED FWD SERVICE DOOR FWD EVACUATION SLIDE FITTING ASSEMBLY IAW AMM 53-10-25. OPS CHECK GOOD.

Part: PUMP — FAILED (NR 2 FUEL) · airframe 45,131 hrs · 41,473 cycles

NR 2 ENGINE WOUND BACK TO IDLE, PASSING FL190. SHUTDOWN AND RESTARTED. THRUST LEVER MOVEMENTS MADE NO CHANGE IN ENGINE INDICATIONS. VIBES NORMAL, TS & PS NORMAL. COMPLETED CHK LIST ACTIONS, BALANCED FUEL, & LANDED, NO FURTHER ISSUES. (FLT 6064). TROUBLESHOT RT ENG NOT ACCELERATING IAW FIM 73-20-00. INSPECTED THROTTLE CABLES, FUEL CONTROL LINKAGE & GEARBOX WITH NO DEFECTS NOTED, CHECKED RIGGING WITH NO DEFECTS NOTED. R & R RT ENGINE FUEL CONTROL & FUEL PUMP, COMPLIED WITH TASK CARDS 73-900-1000-SKY AND 76-900-1000-SKY RT ENGINE NOW ACCELERATES TO POWER OF THE DAY NORMALLY. REF AML 1957833.

Part: HYDRAULIC LINE — LEAKING (ZONE 100) · airframe 11,933 hrs · 6,578 cycles

HYDRAULIC SYSTEM 2 QUANTITY DROPPED TO 0 DURING FLIGHT. ALTERNATE GEAR EXTENSION HAD TO BE USED TO BRING GEAR DOWN (FLIGHT 6185) REF AML 1955743, REF AML 1955766, REF AML 1955767. UPON ARRIVAL INSPECTED HYD SYS NR 2 & FOUND HYD TUBING ASSY RETURN LINE, T/E, RT SLEEVE CRACKED. R & R HYD SYS NR 2 TUBING ASSY RETURN LINE IAW AMM 29-10-10. NO LEAKS NOTED. ACFT RTS.

Part: FITTING — DAMAGED (ZONE 300) · airframe 46,242 hrs · 32,205 cycles

FOUND HSTAB RT UPPER FITTING ASSY (AIPC 27-42-01, ITEM 30) TO HAVE DAMAGE. BLENDED DAMAGE ON HSTA RT UPPER HORIZONTAL STAB FITTING ASSY IAW REO 690-55-11-231 REV-. PERFORMED EDDY CURRENT OF THE REWORKED AREA IAW NDTM 51-20-006 AND CONFIRMED AREA IS CRACK FREE. PERFORMED ROTO PEEN IAW SRM 51-24-11. RESTORED FINISH IAW SRM 51-21-16.

Part: FITTING — DAMAGED (ZONE 300) · airframe 46,234 hrs · 32,199 cycles

FOUND HORIZONTAL STAB LT UPPER FITTING ASSEMBLY (AIPC 27-42-01, ITEM 28) TO HAVE DAMAGE. BLENDED DAMAGE ON HSTA LT UPPER HORIZONTAL STAB FITTING ASSY IAW REO 690-55-11-231, REV-. PERFORMED EDDY CURRENT OF REWORKED AREA IAW NDTM 51-20-006 AND CONFIRMED AREA IS CRACK FREE. PERFORMED ROTO PEEN IAW SRM 51-24-11. RESTORED FINISH IAW SRM 51-21-16.

Part: FITTING — DAMAGED (ZONE 300) · airframe 46,234 hrs · 32,199 cycles

FOUND HORIZONTAL STAB RT UPPER FITTING ASSEMBLY (AIPC 27-42-01, ITEM 30) TO HAVE DAMAGE OPEN.

Part: ANTENNA — OUT OF LIMITS (ZONE 200) · airframe 7,317 hrs · 4,824 cycles

COMPLY WITH RH SIDE ATG ANTENNA PERMANENT REPAIR REF. DRAWING 170-2365-02-RS AND M-93 ERJ175-53-26-03 (EA ERJ4111-44) (C-CHECK RO 08/19/2026)COMPLIED WITH RH SIDE ATG ANTENNA PERMANENT REPAIR. REF DRAWING 170-2365-02-314 APPENDIX A. REPAIR PARTS WEIGH 398 GRAMS NO CHANGE TO WEIGHT AND BALANCE. SEE CONTINUE CARD AND ATTACHMENTS FOR WORK PEFORMED.

Part: ANTENNA — OUT OF LIMITS · airframe 7,317 hrs · 4,824 cycles

COMPLY WITH LT SIDE ATG ANTENNA PERMANENT REPAIR REF. DRAWING 170-2365-02-RS AND M-93 ERJ175-53-26-03 (EA ERJ4111-44) (C-CHECK RO 08/19/2026)COMPLIED WITH LH SIDE ATG ANTENNA PERMANENT REPAIR REF. DRAWING 170-2365-02-RS AND M-93 ERJ175-53-26-03 (EA ERJ4111-44) REPAIR PARTS WEIGH 348.2 GRAMS NO CHANGE TO WEIGHT AND BALANCE. SEE CONTINUE CARDS FOR WORK PERFORMED.

Part: ANTENNA — OUT OF LIMITS · airframe 7,317 hrs · 4,824 cycles

COMPLY WITH AFT ATG ANTENNA PERMANENT REPAIR REF. DRAWING 170-2365-02-RS AND M-93 ERJ175-53-26-03 (EA ERJ4111-44) (C-CHECK RO 08/19/2026)COMPLIED WITH AFT ATG ANTENNA PERMANENT REPAIR REF. DRAWING 170-2365-02-RS AND M-93 ERJ175-53-26-03 (EA ERJ4111-44) REPAIR PARTS WEIGH 483 GRAMS NO CHANGE TO WEIGHT AND BALANCE. SEE CONTINUE CARDS FOR WORK PERFORMED.