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1613:10 LAX-MX-1 ok well your discretion uh if you want to try it, that's 1619:11 CAM-2 ---it might be * mechanical damage too. 1550:27 CAM-2 yea okay. The overheating causes the motors to shut down until they cool. 1608:29.9 RDO-1 yea we tried just about every iteration. 1617:59 CAM-2 how does it feel? and see if I can get it... back. five? 1558:39 LAX-OPS two sixty one I do copy do you have an ETA for me? 1602:07 CAM-2 ---anytime you have a problem. Brower, who retired recently as civilian in charge of military communication repair facilities at Moffett Field in Northern California, said he believes Tansky and other members of the flight crew did everything in their power to try to prevent the crash. [5], The three flight attendants and 47 of the passengers on board the plane were bound for Seattle. noise begins and continues to end of recording] [sound similar to loose [1]:195–197, At 16:09 (00:09 UTC), the flight crew successfully unjammed the horizontal stabilizer with the primary trim system. 1609:25 CAM-1 I it clicked off--- Pause, 1549:49.3 [start of recording] International Airport, Puerto Vallarta, Mexico, to Seattle-Tacoma International They descended to a lower altitude and started to configure the aircraft for landing at LAX. 1554:51 CAM-3 is that why it went static? 1612:23 CAM-2 yea. [1], Due to the extreme impact forces and subsequent loss of any occupiable space within the passenger cabin, only a few bodies were found intact,[4] and none were visually identifiable. 1609:32 CAM [sound similar to airframe vibration becomes louder] MZT Radio transmission from Mazetlan Center Back to the (Electric) Future Howard Fuller, European MROs Struggle Against the Pandemic. 1607:38 RDO-1 uh two sixty one, it was ship number nine six three. 1619:24 CAM-2 you feel that? 1609:00 CAM-2 ok. Instead we photographed a coiled piece of thin bronze metal wrapped around the jackscrew that looked like a “slinky” (see image 4). Fatal aviation accident that occurred on January 31, 2000 over the Pacific Ocean, Inadequate lubrication and end-play checks, A block of altitudes assigned by ATC to allow altitude deviations. 1611:59 CAM-1 I think its at the stop, full stop… and I'm thinking, 1620:57.1 [end of recording], ---------------------------------------------------------------------------------------- 1550:55.0 RDO-2 one one nine ninety five Alaska two sixty one. Thompson was an Air Force veteran who had flown for Alaska Airlines for more than 17 years. Eighty-eight people — nearly half of them airline employees and some of their families on vacation — had lost their lives along with Tansky, Thompson and three flight attendants. like to do that out here over the bay if I may. [1] The captain replied: "I need to get down to about ten, change my configuration, make sure I can control the jet and I'd like to do that out here over the bay if I may". [24] The sundial casts a shadow on a memorial plaque at 16:22 each January 31. 1617:40 CAM-2 I don't think you want any more speedbrakes do you? 1553:15 SEA-DIS and uh standby I'll confirm that. do the alternate. 1620:16 CAM-1 ok now lets kick rudder... left rudder left rudder. 1616:26 CAM-1 ---down you might call the flight attendants. circuit breakers we'd love to know about 'em. [11], Alaska 261 departed from Puerto Vallarta at 13:37 PST (21:37 UTC), and climbed to its intended cruising altitude of flight level 310 (31,000 feet or 9,400 meters). 2.7 miles north of Anacapa Island, California. We also discovered that the airline, with no objection from the FAA, was allowed to extend the end play check interval years before the accident (see graphic 9). It was not part of our initial tasking, but it became that.”. via direct San Marcos jet five zero one Big Sur direct maintain flight SEA-MX Radio transmission from Alaska Airlines maintenance facility 1619:37 CAM-? SUBSCRIBE to get full digital access and print/mobile publication (FREE), Need help? 261 “It was operating intermittently, and it cleared itself up within minutes of takeoff. 1559:06 LAX-OPS ok also uh two sixty one just be advised uh because 1619:36 CAM-? 1617:55 CAM-2 got it. Assigned to lead the “Systems Group” for the NTSB go-team, I needed to understand the crew conversations, cockpit alerts and switch clicks related to what we suspected was a horizontal stabilizer trim system failure. 1609:52 CAM-2 ok. simultaneous ILS approaches in Diaz Ordaz The investigation found that Alaska Airlines had fabricated tools to be used in the end-play check that did not meet the manufacturer's requirements. 1555:18 CAM-1 well no, yea. 1617:14 CAM-2 yea. 1556:21 RDO-1 ok uh. 1601:59 CAM-2 they… not available? HOT Hot microphone voice or sound source1 1556:50 SEA-DIS its two six zero at nine. 1614:54 LAX-CTR1 Alaska two sixty one contact L A center one two six 1619:16 CAM-1 you think so? 1609:16.9 CAM [sound of two faint thumps in short succession] the FAA.s approval of that extension, which allowed the excessive wear [1], Alaska 261 informed air traffic control of their control problems. I believe he's talking wear of the acme nut threads, and Alaska Airlines. I would think that it would substantially help families reach closure and start the process of coming to grips with this tragedy and moving on along the road to recovery. you buy that? [1] The crippled aircraft had been given a block altitude,[13] and several aircraft in the vicinity had been alerted by ATC to maintain visual contact with the stricken jet. to end of recording] 1619:04 CAM-2 well not according to that its not. 1609:01.5 RDO-1 affirmative we get a spike when we do the primary trim stabilized. we're pretty busy up here "[1]:xii, The aircraft involved in the accident was a McDonnell-Douglas MD-83, serial number 53077, and registered as N963AS. The subsequent investigation by the National Transportation Safety Board (NTSB) determined that inadequate maintenance led to excessive wear and eventual failure of a critical flight control system during flight. 1620:14 CAM-1 push. in coach, zero fuel weight one zero two one one zero point one fuel meter up there in the cockpit when you uh try to move it with the uh 1610:37 CAM-1 ok. About 1337, the accident airplane departed PVR as flight 261. 1608:35.1 RDO-1 yup its just it appears to be jammed the uh the whole It would be good news. System, as heard on the Cockpit Area Microphone channel. 1609:14.8 CAM-1 this'll click it off. More than half of these were directly related to jackscrew lubrication and end-play measurement. 1557:16 SEA-DIS ok two sixty one that'll uh that'll mean L A X then 1617:23 CAM-3 ok. All occupants were identified using fingerprints, dental records, tattoos, personal items, and anthropological examination. failure was caused by excessive wear resulting from Alaska Airlines. 1620:18 CAM-2 I can't reach it. 1609:55 RDO-1 center Alaska two sixty one we are uh in a dive here. For RDO, CAM, HOT, and PA comments: level two zero zero through flight level two five zero. [1] Both pilots struggled together to regain control of the aircraft, and only by pulling with 130 to 140 pounds (580 to 620 N) on the controls did the flight crew stop the 6,000 ft/min (1,800 m/min) descent of the aircraft and stabilize the MD-83 at approximately 24,400 ft (7,400 m). ceiling two zero thousand overcast. Box), s/n 62892, and two five. Times staff writers Jeffrey Rabin, Stanley Holmes, Edward J. Boyer and Tracy Wilson contributed to this story along with Times Community News reporter Gail Davis. and we'd be landing on--- 1616:14 CAM-1 cause the airflow's that much difference down at ten this He was a … The NTSB “Maintenance Group” and my group examined the accident airplane’s records and found that two years earlier, a lead mechanic at the airline’s Oakland maintenance facility had found that the jackscrew end play was worn to its maximum limit of 0.040 inch. A concentrated search of the sea floor near Anacapa Island over the past few days has produced many more human remains, boosting the number of bodies recovered from Alaska Airlines Flight 261 and raising hopes that all of the dead may eventually be identified, officials said Sunday. 1609:34 CAM [sound similar to airframe vibration ends] 1619:59 CAM [sound of chime] 1552:59 RDO-1 yea we we kinda assumed that we had... what's the uh the 1617:46 CAM-2 he wants us to maintain seventeen. The thread failure was caused by excessive wear resulting from Alaska Airlines' insufficient lubrication of the jackscrew assembly. direct Los Angeles and uh, you want lower now or what do you want to 1613:32 CAM-2 uhhh. -1 First voice 1602:02 CAM-1 I mean I * --- * * 1620:38 CAM-1 gotta get it over again... at least upside down we're have any effect? 1558:05 SEA-DIS ok two sixty one dispatch copied that, if you can now the freq. The airlines paid for the costs of inspection and replacement, estimated between $240 to $3,600 per plane. actually. Visual meteorological conditions They wished to avoid the mistakes made by Trans World Airlines in the aftermath of the TWA Flight 800 accident; in other words, to provide timely information and compassion to the families of the victims. increased the likelihood that a missed or inadequate lubrication would um we'll see you at the gate. went forward? on initial contact, you have information mike. [1] Maintenance procedures such as lubrication and end-play checks were to catch any excessive wear before it progressed to a point of failure of the system. 1601:58 CAM-1 yea. to prevent the catastrophic effects of total acme nut thread loss. 1602:57 CAM-2 I thought they…. 1558:43 RDO-1 well…. mike. 1619:54 CAM-1 ok, we are inverted... and now we gotta get it…. uhh instructions for you sir. flight 261, a McDonnell Douglas MD-83, N963AS, crashed into the Pacific just as a double check and um yea I just wanted to know if you tried

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