What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On 11/23/2025 a CRJ550 aircraft en-route from minneapolis, MN (msp) to Range Regional Airport, Hibbing, MN (hib) encountered autopilot anomalies and a loss of elevator up authority. The elevator had shown full Range of motion during pre-flight checks. The captain was hand flying the aircraft to 10,000 feet and then engaged the auto-pilot (ap). It soon became apparent the ap was not following commands of the flight director and the aircraft pitch was oscillating. The captain disconnected the ap and hand flew to 23,000 feet and re-engaged the auto-pilot. The aircraft pitch began to oscillate again and was unable to hold altitude. The captain dis-engaged the ap, hand flew to hib and re-engaged the ap on approach. Pitch began oscillating again. At about 1,000 feet the ap was disengaged and nose up trim was used to help stabilize the aircraft. With ap off, control input responses were normal until 20 to 30 feet from the runway the captain noticed a jam in nose up pitch. The aircraft maintained landing attitude, safely landed, and had a normal taxi to the gate. During taxi the eicas showed zero upward deflection of the elevator.
The captain wrote up the autopilot and elevator. Autopilot elevator servo cable pn:BA670-93710-13 was found snapped. The cable replacement began at hib. On 11/29/2025 the aircraft was inspected for ferry flight to detroit (dtw) to continue work due to tooling requirements. Elevator servo actuator pn: 622-5027-101, servo mount pn: 822-0260-001, and 3 cables (pn: BA670-93710-13, BA670-93710-21, and BA670-93710-23), were replaced. (Ref. Aml 1759193) (ref. Aml 1754730, 1755573, 1755578, 1755836, 1755934, 1756596, 1756599, 1758373, 1759151, 1759830, 1760693.
As the FAA filed it
ON 11/23/2025 A CRJ550 AIRCRAFT EN-ROUTE FROM MINNEAPOLIS, MN (MSP) TO RANGE REGIONAL AIRPORT, HIBBING, MN (HIB) ENCOUNTERED AUTOPILOT ANOMALIES AND A LOSS OF ELEVATOR UP AUTHORITY. THE ELEVATOR HAD SHOWN FULL RANGE OF MOTION DURING PRE-FLIGHT CHECKS. THE CAPTAIN WAS HAND FLYING THE AIRCRAFT TO 10,000 FEET AND THEN ENGAGED THE AUTO-PILOT (AP). IT SOON BECAME APPARENT THE AP WAS NOT FOLLOWING COMMANDS OF THE FLIGHT DIRECTOR AND THE AIRCRAFT PITCH WAS OSCILLATING. THE CAPTAIN DISCONNECTED THE AP AND HAND FLEW TO 23,000 FEET AND RE-ENGAGED THE AUTO-PILOT. THE AIRCRAFT PITCH BEGAN TO OSCILLATE AGAIN AND WAS UNABLE TO HOLD ALTITUDE. THE CAPTAIN DIS-ENGAGED THE AP, HAND FLEW TO HIB AND RE-ENGAGED THE AP ON APPROACH. PITCH BEGAN OSCILLATING AGAIN. AT ABOUT 1,000 FEET THE AP WAS DISENGAGED AND NOSE UP TRIM WAS USED TO HELP STABILIZE THE AIRCRAFT. WITH AP OFF, CONTROL INPUT RESPONSES WERE NORMAL UNTIL 20 TO 30 FEET FROM THE RUNWAY THE CAPTAIN NOTICED A JAM IN NOSE UP PITCH. THE AIRCRAFT MAINTAINED LANDING ATTITUDE, SAFELY LANDED, AND HAD A NORMAL TAXI TO THE GATE. DURING TAXI THE EICAS SHOWED ZERO UPWARD DEFLECTION OF THE ELEVATOR.
THE CAPTAIN WROTE UP THE AUTOPILOT AND ELEVATOR. AUTOPILOT ELEVATOR SERVO CABLE PN:BA670-93710-13 WAS FOUND SNAPPED. THE CABLE REPLACEMENT BEGAN AT HIB. ON 11/29/2025 THE AIRCRAFT WAS INSPECTED FOR FERRY FLIGHT TO DETROIT (DTW) TO CONTINUE WORK DUE TO TOOLING REQUIREMENTS. ELEVATOR SERVO ACTUATOR PN: 622-5027-101, SERVO MOUNT PN: 822-0260-001, AND 3 CABLES (PN: BA670-93710-13, BA670-93710-21, AND BA670-93710-23), WERE REPLACED. (REF. AML 1759193) (REF. AML 1754730, 1755573, 1755578, 1755836, 1755934, 1756596, 1756599, 1758373, 1759151, 1759830, 1760693.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.