A Skywest Canadair CRJ-700 on behalf of Delta Airlines, registration N707EV performing flight DL-4229 from Minneapolis,MN to Hibbing,MN (USA) with 13 passengers and 4 crew, landed on Hibbing's runway 31 when the crew noticed nose up restrictions in elevator travel during the flare. The aircraft touched down safely nonetheless and taxied to the apron.
On May 19th 2026 the NTSB released their final report concluding the probable causes of the incident were:
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.
The NTSB analysed:
On November 23, 2025, about 0950 central standard time (CST), SkyWest Airlines flight 4229, an MHIRJ Aviation Group CL-600-2C11 (CRJ550), N707EV, experienced a restriction in nose-up pitch control during the flare while landing at Range Regional Airport (KHIB), Hibbing, Minnesota. Despite the control issue, the airplane touched down and taxied to the gate with no further issues. The flight was operated as a Title 14 Code of Federal Regulations Part 121 scheduled domestic flight from Minneapolis-Saint Paul International Airport (KMSP), St. Paul, MN to KHIB. There were no injuries to occupants and there was no damage to the aircraft.
SkyWest Airlines maintenance found that the elevator autopilot servo control cable (part number BA670-93710-13) was broken, and that the slack in the broken cable was wrapped around the autopilot servo mount in such a way that it caused the pitch restriction. Previous events investigated by the National Transportation Safety Board (NTSB) (see NTSB Investigation Number ENG25LA009) found that when this cable fails, the slack in the broken cable bound between the elevator autopilot servo mount and the cable guide pins. The bound cable interfered with the rotation of the servo mount, which 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.
The broken cable was sent to the NTSB Materials Laboratory for further examination. The construction of the cable was 7x7 and made from carbon steel. The fracture occurred 14 inches from the elevator autopilot servo mount end. Examination revealed that the individual wires near the fracture were worn and exhibited features consistent with cyclic fatigue.
SkyWest Airlines reported that the airplane had accrued 44,643 flight hours and 33,624 flight cycles at the time of the cable failure. The cable was last inspected per MRB Task 273000-201A in May of 2016, 11,915 flight hours prior to the failure. SkyWest Airlines stated that the cable had not been replaced since they acquired the airplane in June of 2020.
On May 19th 2026 the NTSB released their final report concluding the probable causes of the incident were:
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.
The NTSB analysed:
On November 23, 2025, about 0950 central standard time (CST), SkyWest Airlines flight 4229, an MHIRJ Aviation Group CL-600-2C11 (CRJ550), N707EV, experienced a restriction in nose-up pitch control during the flare while landing at Range Regional Airport (KHIB), Hibbing, Minnesota. Despite the control issue, the airplane touched down and taxied to the gate with no further issues. The flight was operated as a Title 14 Code of Federal Regulations Part 121 scheduled domestic flight from Minneapolis-Saint Paul International Airport (KMSP), St. Paul, MN to KHIB. There were no injuries to occupants and there was no damage to the aircraft.
SkyWest Airlines maintenance found that the elevator autopilot servo control cable (part number BA670-93710-13) was broken, and that the slack in the broken cable was wrapped around the autopilot servo mount in such a way that it caused the pitch restriction. Previous events investigated by the National Transportation Safety Board (NTSB) (see NTSB Investigation Number ENG25LA009) found that when this cable fails, the slack in the broken cable bound between the elevator autopilot servo mount and the cable guide pins. The bound cable interfered with the rotation of the servo mount, which 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.
The broken cable was sent to the NTSB Materials Laboratory for further examination. The construction of the cable was 7x7 and made from carbon steel. The fracture occurred 14 inches from the elevator autopilot servo mount end. Examination revealed that the individual wires near the fracture were worn and exhibited features consistent with cyclic fatigue.
SkyWest Airlines reported that the airplane had accrued 44,643 flight hours and 33,624 flight cycles at the time of the cable failure. The cable was last inspected per MRB Task 273000-201A in May of 2016, 11,915 flight hours prior to the failure. SkyWest Airlines stated that the cable had not been replaced since they acquired the airplane in June of 2020.
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