EMB-145 flight crew reported failure of the rudder and pitch trim during approach resulting in special handling to landing.
Synopsis
EMB-145 flight crew reported failure of the rudder and pitch trim during approach resulting in special handling to landing.
Narrative
Before departing from ZZZ1 while holding short at the runway we received an EICAS message Rudder Sys 2 INOP; we ran the QRH and the message was cleared. We didn't notice any other issues; so we decided to proceed with our flight. In the downwind of Runway XL in ZZZ at 6000 ft. and Autopilot ON; started descending to 3000 ft. as instructed from ATC while reducing speed from 240 kts. to 210 kts.; pilot flying (PF) requested flaps 9. Shortly after initiating the descend RUDDER SYS 1 AND 2 INOP and PTRIM Main and Backup INOP EICAS messages popped up simultaneously. The Autopilot was disengaged and the PF immediately reacted and controlled the plane and holding the Quick disconnect button in case of Rudder Trim Runaway while requesting from pilot monitoring (PM) to ask ATC to stop the descend and level off at 6000 ft. and extend the downwind. Due to the multiple failures we decided to [request priority handling]; the Captain instructed the PM to read the EICAS messages to ATC for the reason of [requesting priority handling] and have trucks waiting for us after landing. PF requested the QRH for RUDDER SYS 1 and 2 INOP during the QRH checklist the PF released the Quick disconnect button and the QRH cleared the message and rudders came back to its normal operation. PTRIM Main and Backup INOP QRH was ran too and Backup pitch trim came back. Captain called the Flight attendant and gave her the special procedures for a normal cabin preparation and evacuation will not be needed. Captain called the Flight Attendant to make sure the cabin is ready before proceeding for the approach. ATC suggested Runway X for landing but we asked for XL as that was the runway we were setup for. PF requested flaps 22 numbers for more maneuverability in the event of any changes that could happen during the approach. Once all checklists and cabin preparation were completed; we advised ATC that we are ready to turn for ILS XL. PM had some time so he texted Dispatch through the ACARS advising him about the situation. The approach to landing were flown with no issues using the backup pitch trim. We were able to clear the runway; the plane was inspected from the fire trucks and reported no evidence of smoke or anything. Captain did an announcement after landing to the passenger telling them about the situation and another announcement was made at the gate. So we continued taxi to the gate normally; while taxiing to the gate Rudder Sys 1 and 2 INOP EICAS message popped up again. At the gate; Maintenance Control were contacted and maintenance write ups were completed.The flight was completed successfully with great CRM between the flight deck crew; Flight Attendant and ATC.
Second reporter narrative
Aircraft X ZZZ1-ZZZ. I have been flying with this Captain for the last 3 days prior; as this was day 4 of 4. I had adequate rest and felt more than fit to fly. Weather at ZZZ1 was light winds from the north (if I recall something like winds 020/4; and skc). We were also the first crew to fly that airplane that day too. Everything right up to taking Runway XXL at ZZZ1 was all normal. Holding short of Runway XXL at ZZZ1; we were cleared for takeoff XXL fly runway heading. Right as pilot flying (PF) applied a smidge of power to inch closer to cross the hold short line; we received a caution EICAS message 'Rudder sys 1-2 Inop'. I looked at PF; and we were in sync; I told ZZZ1 Tower 'stand by; we need more time'. PF set the parking brake. ZZZ1 Tower; cancelled our takeoff clearance; then in agreement; PF requested to run the QRH on 'Rudder sys 1-2 inop'. Followed the message index; lead to QRH page 8-10. After following the QRH 8-10; we were able to clear the EICAS message. We checked all our system pages; especially our hydraulics page that showed no abnormalities. PF and I were on same page to continue the flight as the EICAS message was not persistent anymore; and there was no other abnormalities that indicated something was not right. PF asked me to review the QRC with him in case there was a rudder yaw runaway; which we reviewed in approximately 20 seconds. We then asked Tower for a new takeoff clearance. Approximately 4 minutes had passed from the time EICAS message 'rudder sys 1-2 inop' to requesting a new takeoff clearance had passed. No issues or abnormalities on takeoff; climb; cruise and most of descent were noted. We were able to complete all our checklists (climb; cruise; descent and approach) all on time. Approach checklist was completed at approximately 10;000 ft. ZZZ weather was very similar to ZZZ1; except for light winds from the East. From ATC ZZZ Center and ATC ZZZ Approach we were assigned to descend via the ZZZZZ 1 RNAV arrival (index 70-2C) into ZZZ; and expect visual Runway XL (index 71-1). Everything was normal in ZZZ; until we were crossing the last fix; ZZZZZ1 at 6000 ft. at approximately 210 kts. (no more than 5 kts. difference) and a flaps 9 configuration. Off the ZZZZZ 1 arrival. We were talking to ZZZ Approach's West sector XXX.X (generally the last Approach Controller we talk to before ZZZ Tower); where the female controller has instructed us to descend and maintain 3000ft. As pilot monitoring (PM); I adjusted the altitude knob to 3000 ft.; less than a second later the PF hit the VS button; and started to twist the speed button down a couple swabs. The plane was only descending for less than 4 seconds; when the Autopilot disengaged (verbal Autopilot aural warning was triggered and heard; I cannot recall if I saw the Autopilot indication on Primary Flight Display (PFD) go from green to amber). I could hear and see warning and caution lights and sounds. I then saw on the EICAS three unique messages 'PTRIM Main Inop' 'PTRIM Backup INOP' and 'Rudder Sys 1-2 Inop'. I then saw the PF obviously hand flying the aircraft; as well as holding the quick disconnect button. A second or two later; the PF instructed me to [request priority handling] and we would need to level off. The female controller was very busy for the next 15 seconds; as there was no airtime to get a word in; but I was already adjusting the altitude knob for 6000 ft. Eventually was able to [request priority handling] with ZZZ Approach; which I believe I said 'potential pitch trim runaway' for the nature of the problem; we were assigned to keep 6000 ft.; and continue flying present heading. I said I would start working on the QRH at that point; and told PF I would start on 'rudder sys 1-2 inop' because of familiarity - after running that respective QRH 8-10; once again 'rudder sys 1-2' EICAS message was cleared. I then went onto QRH 8-3 to work on 'PTrim Backup Inop' message as individual; following the QRH led to pushing out the Pitch Trim Main system cutout from the center console. At that time; the 'Ptrim Back up Inop' message was cleared. Then I ran QRH 8-3 for the 'Ptrim Main Inop' message; to which I do not recall any more cutout systems being touched. I do recall the PF having the ability to use the backup nose trim from then on. Somewhere in the middle of running most of the QRHs; I was able to give XX souls on board and 2300lbs of fuel to ATC; they said to expect Runway X. Then asked me more details on the issue; which I pretty much stated we have a pitch trim that failed. After we got the QRHs done; we had to be approximately on a 30 mile downwind from ZZZ; and we wanted to start preparing to come on in; I told the PF; Runway X was not going to work because the Glideslope was out of service; so I told ATC the same thing; and they said to expect Runway XL; which was the original runway that we had programmed; and briefed. The PF had also given the special procedures to the Flight Attendant (FA) probably around the 25 mile marker while still on downwind; unfortunately you could hear in her voice she was nervous. At this time; we accepted a base turn to start heading back to ZZZ; and the PF ask to start getting ready; to which I told him I would give him a quick XL approach briefing; which consisted of making sure the localizer frequency and course were still programmed correctly; he then asked for an approach briefing; which I was more than happy to run again. PF then requested to me to start getting flap 22 numbers because it would give him more maneuverability in the event of go-around. I was able to get the flaps 22 numbers easily. We then got our turn to final; that ended up being approximately a 30 mile final into ZZZ. I am pretty sure the PF was still holding the quick disconnect button up to this point too. I felt that we had some spare time given the long final; and I started to ACARS free text to Dispatch 'Pitch trim runaway' and 'Plane is probably going to Maintenance'. The PF called FA again; to make sure with the FA that the cabin was secured; since we did not hear back from her yet; which it was. ATC descended us from 6000 ft. to 3000 ft.; and cleared us for the ILS XL. PF hand flew the whole approach that was in standard; and met with fire trucks. Taxi'd to the gate with a convoy of operations and fire trucks. Upon reaching gate 'Rudder sys 1-2 inop' once again reappeared on the EICAS.Suggestions: 1. Ask Maintenance to figure out what is triggering 'Rudder Sys 1-2 Inop' message to persist. Because I could not tell what is triggering it. 2. I know if one was to hold the quick disconnect button long enough it may trigger the 'PTrim main inop' and/or 'Ptrim backup inop' message; but today it seemed like those messages came on the exact same time everything happened (Autopilot disconnecting on its own; and all 3 messages popping up at once); but to also ask Maintenance; is there any way that the 'Ptrim Main inop' and 'Ptrim backup inop' can be connected to the 'Rudder sys 1-2 inop' message.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.