January 2000 - Alaska Airlines 261
On January 31, 2000, about 1621 Pacific standard time, Alaska Airlines,
flight 261, a McDonnell Douglas MD-83, N963AS, crashed into the Pacific
2.7 miles north of Anacapa Island, California. The 2 pilots, 3 cabin
83 passengers on board were killed, and the airplane was destroyed by
Flight 261 was operating as a scheduled international passenger flight
provisions of 14 Code of Federal Regulations Part 121 from Lic Gustavo
International Airport, Puerto Vallarta, Mexico, to Seattle-Tacoma International
Seattle, Washington, with an intermediate stop planned at San Francisco
Airport, San Francisco, California. Visual meteorological conditions
prevailed for the
flight, which operated on an instrument flight rules flight plan.
The National Transportation Safety Board determines that the probable
this accident was a loss of airplane pitch control resulting from the
in-flight failure of the
horizontal stabilizer trim system jackscrew assembly.s acme nut threads.
failure was caused by excessive wear resulting from Alaska Airlines.
lubrication of the jackscrew assembly.
Contributing to the accident were Alaska Airlines. extended lubrication
and the Federal Aviation Administration.s (FAA) approval of that extension,
increased the likelihood that a missed or inadequate lubrication would
result in excessive
wear of the acme nut threads, and Alaska Airlines. extended end play
check interval and
the FAA.s approval of that extension, which allowed the excessive wear
of the acme nut
threads to progress to failure without the opportunity for detection.
Also contributing to
the accident was the absence on the McDonnell Douglas MD-80 of a fail-safe
to prevent the catastrophic effects of total acme nut thread loss.
The photo below shows the jackscrew from the horizontal
stabilizer of Alaska Airlines flight 261.
It is approximately 2 feet long and was recovered from main wreckage
site on February 8, 2000.
the full NTSB report
Transcript of a Fairchild A100A cockpit voice recorder (CVR / Black
Box), s/n 62892,
installed on Boeing MD-83, Registration N963AS.
RDO Radio transmission from accident aircraft, Alaska
CAM Cockpit area microphone voice or sound source
PA Voice or sound heard on the public address system channel.
HOT Hot microphone voice or sound source1
For RDO, CAM, HOT, and PA comments:
-1 Voice identified as the Captain
-2 Voice identified as the First Officer
-3 Voice identified as a Flight Attendant
-? Voice unidentified
MZT Radio transmission from Mazetlan Center
LAX CTR1 Radio transmission from the Los Angeles Air Route Traffic Control
Center sector 30 controller
LAX CTR2 Radio transmission from the Los Angeles Air Route Traffic Control
Center sector 25 controller
LAX-MX Radio transmission from Alaska Airlines Maintenance facility
in Los Angeles
LAX-OPS Radio transmission from Alaska Airlines Operations facility
in Los Angeles
SEA-DIS Radio transmission from Alaska Airlines Dispatch facility in
SEA-MX Radio transmission from Alaska Airlines maintenance facility
-1 First voice
-2 Second voice
ATIS Radio transmission from Los Angeles airport Automated Terminal
CAWS Mechanical voice or sound source from the Central Aural Warning
System, as heard on the Cockpit Area Microphone channel.
* Unintelligible word
@ Non-pertinent word
- - - Break in continuity or interruption in comment
( ) Questionable insertion
[ ] Editorial insertion
TIME - SOURCE - CONTENT
Start of Transcript
1549:49.3 [start of recording]
1549:50 SEA-MX um beyond that I have verified no history on your aircraft
in the past thirty days.
1549:54.8 CAM [sound of click]
1549:57.7 RDO-1 yea we didn't see anything in the logbook.
1550:14 CAM-2 why don't you pull your your seat forward and I'll just
check this pedestal back there. I don't think there's anything beyond
that we haven't checked.
1550:22 CAM-1 see when he's saying pedestal... I believe he's talking
1550:25 CAM-2 oh.
1550:25 CAM-1 ---switch that's on the * that's on the pedestal.
1550:27 CAM-2 yea okay.
1550:31 CAM-1 do you see anything back there?
1550:32 CAM [Sound of click]
1550:33 CAM-2 uh there's *.
1550:40 SEA-MX and two sixty one, maintenance.
1550:42.0 RDO-1 go ahead maintenance two six one.
1550:44 SEA-MX understand you're requesting uh diversion to L A for
this uh discrepancy is there a specific reason you prefer L A over San
1550:45 MZT Alaska two sixty one radar service terminated... contact
uh Los Angeles center frequency one one nine decimal ninety five good
1550:54.4 RDO-1 well a lotta times its windy and rainy and wet in San
Francisco and uh, it seemed to me that a dry runway... where the wind
is usually right down the runway seemed a little
1550:55.0 RDO-2 one one nine ninety five Alaska two sixty one.
1551:01.2 RDO-2 say again the frequency one one nine point eh ninety
1551:05 MZT affirm one one nine decimal ninety five.
1551:09.3 RDO-2 roger.
1551:09.9 SEA-MX ok and uh
is this added fuel that you're gonna
have in LA gonna be a complication or an advantage?
1551:18.1 RDO-1 well the way I'm reading it uh heavier airplanes land
faster... right now I got fifteen five on board, I'm thinking to land
with about twelve which is still uh an hour and forty minutes... uh
and those are the numbers I'm running up here.
1551:20.6 RDO-2 L A Alaska two sixty one three one zero.
1551:36 SEA-MX ok uh two sixty one standby for dispatch.
1551:38 RDO-2 Los Angeles Alaska two sixty one three one zero.
1551:40 RDO-1 OK the other thing you gotta know is that they're talking
about holding and delays in San Francisco um for your maintenance facil-
eh you know planning uh it uh L A
seemed like a smarter move from airworthy move.
1551:42 LAX-CTR1 Alaska two sixty one L A center roger.
1551:50 RDO-2 * there's two people on the frequency I'm sorry Alaska
two sixty one I didn't hear your response.
1551:58 LAX-CTR1 Alaska two six one squawk two zero one zero.
1552:01 RDO-2 two zero one zero Alaska two sixty one.
1552:02 SEA-DIS two sixty one dispatch... uh current San Francisco weather
one eight zero at six, nine miles, few at fifteen hundred broken twenty
eight hundred overcast thirty four hundred... uh if uh you want to land
at L A of course for safety reasons we will do that uh wu we'll uh tell
you though that if we land in LA uh we'll be looking at probably an
hour to an hour and a half we have a major flow program going right
now. uh that's for ATC back in San Francisco.
1552:31 RDO-1 well uh yu you eh huh... boy you put me in a spot here
1552:41 RDO-1 I really didn't want to hear about the flow being the
reason you're calling us cause I'm concerned about overflying suitable
1552:51 SEA-DIS well we wanna do what's safe so if that's what you feel
is uh safe we just wanna make sure you have all of the uh
1552:59 RDO-1 yea we we kinda assumed that we had... what's the uh the
wind again there in San Francisco?
1553:03 SEA-DIS wind at San Francisco currently zero uh one zero eight
1553:08 CAM-2 what runway they landing
1553:09 CAM-1 what's that?
1553:10 CAM-2 ask him what runway they're landing.
1553:11 RDO-1 and confirm they're landing runway one zero?
1553:15 SEA-DIS and uh standby I'll confirm that.
1553:17 CAM-2 and see if the runways are dry or wet.
1553:19 RDO-1 and we need to know if they're dry or wet.
1553:21 SEA-DIS eh yup I'll uh find that out and uh correction on that
wind one eight zero at six and standby.
1553:28 CAM-1 one eight zero at six... so that's runway one six what
we need is runway one nine, and they're not landing runway one nine.
1553:35 CAM-2 I don't think so.
1553:37 CAM-2 we might just ask if there's a ground school instructor
there available and and discuss it with him... or a uh simulator instructor.
1553:40 CAM-1 yea.
1553:46 RDO-1 and uh dispatch one sixty one
we're wondering if
we can get some support out of the uh instructernal force---
1553:53 RDO-1 ---instructors up there if they got any ideas on us.
1554:23 CAM-1 you're talkin to ATC huh?
1554:24 CAM-2 yea uh huh.
1554:26 CAM-2 well lets confirm the route of flight its uh, I wasn't
totally sure but its uh direct Oceanside?
1554:32 CAM-1 Tijuana Oceanside... Oceanside right... then Santa Catalina.
1554:47 CAM-1 ehh somebody was callin in about wheelchairs---
1554:50 CAM-3 oh really?
1554:50 CAM-1 ---when I'm workin a problem.
1554:51 CAM-3 is that why it went static?
1554:53 CAM-1 ok yea now... I just that's something that oughta be in
the computers, if they want it that bad they you guys oughta be able
to pick up the phone---
1555:00 CAM-3 mmm hmm.
1555:00 CAM-1 ---just
drives me nuts. not that I wanna go on about
you know I it just blows me away they think we're gonna land,
they're gonna fix it, now they're worried about the flow, I'm sorry
this airplane's idn't gonna go anywhere for a while.
so you know.
1555:16 CAM-3 so they're trying to put the pressure on you---
1555:18 CAM-1 well no, yea.
1555:19 CAM-3 ---well get it to where it needs to be.
1555:20 CAM-1 and actually it doesn't matter that much to us.
1555:23 CAM-3 still not gonna go out on time to the next *.
1555:24 CAM-1 yea
I thought they'd cover the people
better from LA---
1555:29 CAM-3 LA
1555:30 CAM-1 ---then San Francisco.
1555:32 RDO-2 LA Alaska two sixty one just confirm our routing after
uh Tijuana is, direct Oceanside?
1555:38 LAX-CTR1 Alaska two sixty one after Tijuana cleared to San Francisco
via direct San Marcos jet five zero one Big Sur direct maintain flight
level three one zero.
1555:47 RDO-2 OK uh San Francisco San Marcos J five zero one Big Sur
uh direct three one zero Alaska two sixty one.
1555:55 LAX-CTR1 *
1556:03 SEA-DIS Alaska two sixty one dispatch.
1556:06 RDO-1 dispatch Alaska two six one go ahead.
1556:08 SEA-DIS yea I called uh ATIS they're landing two eight right
two eight left and uh wasn't able to get the the runway report but uh
looking at past uh weather it hasn't rained there in hours so I'm looking
at uh probably a dry runway.
1556:21 RDO-1 ok uh.
1556:26 RDO-1 I have with the information I have available to me and
we're waitin on that CG update I'm looking at a uh approach speed of
a hundred and eighty knots, uh do you have a
wind at L A X lax?
1556:50 SEA-DIS its two six zero at nine.
1556:56 RDO-1 ok two six at nine
1556:59 RDO-1 ...versus a direct crosswind which is effectively no change
in groundspeed... I gotta tell you, when I look at it from a safety
point I think that something that lowers my groundspeed makes sense.
1557:16 SEA-DIS ok two sixty one that'll uh that'll mean L A X then
for you um I was gonna get you if I could to call L A X with that uh
info and they can probably whip out that CG for you real quick.
1557:30 RDO-1 I suspect that uh that's what we'll have to do. ok here's
uh, my plan is we're gonna continue as if going to San Francisco get
all that data then begin our descent back in to L A
X, and at a lower altitude we will configure, and check the handling
uh envelope before we proceed with the approach.
1558:05 SEA-DIS ok two sixty one dispatch copied that, if you can now
keep uh L A ops updated on uh your ETA, that would be great and I'll
be talking with them.
1558:15 RDO-1 ok well ah if you'll let them know we're comin here I'll
I think they'll probably listen as we talk
were goin to L A X
were gonna stay up here and burn a little more gas get all our ducks
in a row, and then we'll uh be talking to L A X when we start down to
go in there.
1558:29 SEA-DIS ok and if you have any problems with them giving you
a CG gimme a call back.
1558:34 RDO-1 ok. break, L A X do you read Alaska two six one?
1558:39 LAX-OPS two sixty one I do copy do you have an ETA for me?
1558:43 RDO-1 well
1558:45 RDO-1 ...yea I'm gonna put it at about thirty, thirty five minutes,
I could actually, the longer the more fuel I burn off the better I am...
but I wonder if you can compute our current CG
based on the information we had at takeoff for me.
1558:58 LAX-OPS ok you're transmission is coming in broken but uh, go
1559:02 RDO-1 you know what I'll wait a minute we'll be a little bit
closer and that'll help everything.
1559:06 LAX-OPS ok also uh two sixty one just be advised uh because
you're an international arrival we have to get landing rights I don't
know how long that's gonna take me... but uh I have to
clear it all through customs first.
1559:19 RDO-1 ok I unders... I remember this is complicated, yea well,
better start that now cause we are comin to you.
1559:26 LAX-OPS copy.
1559:29 CAM-1 we'll call em back over as we get closer to Catalina.
1559:34 CAM-2 as we get what?
1559:34 CAM-1 closer to L A she's got to get landing rights.
1559:37 CAM-2 were ninety four miles from L A now.
1559:38 CAM-1 oh ok. you wanna listen to the ATIS you can.
1559:42 CAM-2 in fact I switched it once already just kinda late.
1559:44 CAM-1 you got the jet.
1559:44 CAM-2 I got it.
1559:50 ATIS charlie five and charlie six is restricted * taxiway charlie
five is restricted to MD eleven and smaller. read back all runway hold
short instructions. upon receipt of your ATC clearance read back only
your callsign and transponder code unless you have a question. advise
on initial contact, you have information mike. Los Angeles international
mike. two two five zero zulu. wind two three zero at eight. visibility
eight. few clouds at two thousand eight hundred. one two thousand scattered.
ceiling two zero thousand overcast. temperature one six dewpoint one
one. altimeter three zero one seven. simultaneous ILS approaches in
progress runway two four right and two five left or vector for visual
approach will be provided. simultaneous visual approaches to all runways
are in progress. and parallel localizer
approaches are in progress between Los Angeles international and Hawthorne
airports. simultaneous instrument departure in progress runway two four
and two five. notices to airmen.
1601:01 CAM-2 so he wanted us to go to San Fran initially?
1601:06 CAM-1 to keep the schedule alive. I mean it was just... it was
I mean he had all the reasons to do it, I stated concern about flying
overflying a suitable airport---
1601:15 CAM-2 yea.
1601:16 CAM-1 ---but I was listening, then when he gives me the wind,
its it's... the wind was a ninety degree cross at ten knots. two eight
and we'd be landing on---
1601:30 CAM-2 and they are using one nine?
1601:33 CAM-1 you know I don't know
I wrote it down there
the winds were
one eighty at six
I don't know.
1601:49 CAM-2 I don't know.
1601:49 CAM-1 I don't care
you know what? I expect him to figure
all that # ---
1601:53 CAM-2 right.
1601:53 CAM-1 ---he's got it on the screen---
1601:54 CAM-2 that's why I was thinking that an instructor would really
1601:58 CAM-1 yea.
1601:58 CAM-2 ---cut through the crap there.
1601:59 CAM-2 they
1602:00 CAM-1 well they just don't talk to each other.
1602:02 CAM-2 oh.
1602:02 CAM-1 I mean I * ---
1602:04 CAM-2 * they've always told us they were available you know---
1602:06 CAM-1 yea yea.
1602:07 CAM-2 ---anytime you have a problem.
1602:09 CAM-2 if they get one down there.
1602:12.6 RDO-1 Los Angeles one sixty one do you read me better now?
1602:29 CAM-1 I got the track goin over there.
1602:31 LAX-OPS go ahead two six one.
1602:33.6 RDO-1 two sixty one, I
I know you're busy on us uh,
but we're discussing it up here could you give us the winds at San Francisco
if you could just pull em up on your screen?
1602:57 CAM-2 I thought they
1603:00 LAX-OPS ok ahhh San Francisco, ok we've got uh... winds are
one seventy at six knots.
1603:15.6 RDO-1 ok thank you that's what I needed. we are comin in to
and I've misplaced the paperwork here.
1603:23 CAM-2 there it is.
1603:35 CAM-1 I can't read your writing
can you read her the uh
zero fuel weight---
1603:40 CAM-2 yea.
1603:41 CAM-1 ---and all those numbers and CG.
1603:43 LAX-OPS L A operations from two six to two six one.
1603:48 CAM-2 I got it.
1603:48.5 RDO-2 uhhh two sixty one
do you need our uh, our numbers?
1603:52 LAX-OPS yea we just wanna advise that we do not have landing
rights as yet.
1603:56 RDO-2 here's our numbers we had uh ten in first class, seventy
in coach, zero fuel weight one zero two one one zero point one fuel
on board thirty four point niner take off weight one
thirty six five one one point eight, CG eleven point eight.
1604:19 LAX-OPS OK I got ten and seventy Z fuel weight one zero two
one one zero point one, fuel on board thirty four decimal nine take
off weight five one one decimal eight and a CG of
eleven decimal eight.
1604:32 RDO-2 yea uh take off one three six five one one point eight
and uh CG one one point eight. and we currently have thirteen thousand
six hundred pounds of fuel on board.
1604:43 CAM-1 estimate ten thousand on landing.
1604:45 RDO-2 estimating ten thousand pounds on landing.
1604:53 LAX-OPS ok you said your takeoff weight was
one one uhh
one five one one decimal eight?
1604:58 RDO-2 one three six five one one point eight.
1605:05 LAX-OPS one three six five one one point eight thank you.
1605:07 RDO-2 and we're currently a hundred and fifteen seven on our
weight, and we'll burn another three thousand pounds.
1605:19 CAM [sound of two clicks]
1605:27 CAM-2 I'm back on the uh I'm off of the uh company.
1606:26 CAM-1 no
that's what I was expecting them to do. duh.
1606:47 CAM-2 so our
actually our landing speed will be one forty
some additive right?
1607:06 CAM-1 lets guess... lets guess one twelve.
1607:10 CAM-2 ok.
1607:10 CAM-1 one forty six
I get a minus two, worst
case... twenty four knots... fifty sixty seventy... *.
1607:33 LAX-OPS Alaska two sixty one from operations can you give us
your tail number?
1607:38 RDO-1 uh two sixty one, it was ship number nine six three.
1607:43 LAX-OPS copy that two
uh your aircraft number is nine
1607:47 RDO-1 affirmative thank you.
1607:51 LAX-MX-1 and two sixty one maintenance.
1607:53 RDO-1 two sixty one go.
1607:54 LAX-MX-1 yea are you guys with the uh, horizontal situation?
1607:58 RDO-1 affirmative.
1607:59 LAX-MX-1 yea did you try the suitcase handles and the pickle
1608:03 RDO-1 yea we tried everything together, uh
1608:08 RDO-1 ...we've run just about everything if you've got any hidden
circuit breakers we'd love to know about 'em.
1608:14 LAX-MX-1 I'm off I'll look at the uh circuit breaker uh guide
just as a double check and um yea I just wanted to know if you tried
the pickle switches and the suitcase handles to see if it was movin
in with any of the uh other switches other than the uh suitcase handles
alone or nothing.
1608:29.9 RDO-1 yea we tried just about every iteration.
1608:32 LAX-MX-1 and alternate's inop too huh?
1608:35.1 RDO-1 yup its just it appears to be jammed the uh the whole
thing, it spikes out when we use the primary, we get AC load that tells
me the motor's tryin to run but the brake won't move it. when we use
the alternate, nothing happens.
1608:50 LAX-MX-1 ok and you you you say you get a spike when on the
meter up there in the cockpit when you uh try to move it with the uh
um with the primary right?
1608:59 CAM-1 I'm gonna click it off you got it.
1609:00 CAM-2 ok.
1609:01.5 RDO-1 affirmative we get a spike when we do the primary trim
but there's no appreciable uh change in the uh electrical uh when we
do the alternate.
1609:09 LAX-MX-1 ok thank you sir see you here.
1609:11 RDO-1 ok.
1609:13 CAM-1 lets do that.
1609:14.8 CAM [sound of click]
1609:14.8 CAM-1 this'll click it off.
1609:16 CAM [sound of clunk]
1609:16.9 CAM [sound of two faint thumps in short succession]
1609:17.0 CAWS [sound similar to horizontal stabilizer-in-motion audible
1609:18 CAM-1 holy #.
1609:19.6 CAWS [sound similar to horizontal stabilizer- in-motion audible
1609:21 CAM-1 you got it?... # me.
1609:24 CAM-2 what are you doin?
1609:25 CAM-1 I it clicked off---
1609:25.4 CAWS [sound of chime] Altitude
1609:26 CAM-1 ---it * got worse
1609:30 CAM [sound similar to airframe vibration begins]
1609:31 CAM-1 you're stalled.
1609:32 CAM [sound similar to airframe vibration becomes louder]
1609:33 CAM-1 no no you gotta release it ya gotta release it.
1609:34 CAM [sound of click]
1609:34 CAM [sound similar to airframe vibration ends]
1609:42.4 CAM-1 lets * speedbrake.
1609:46 CAM-1 gimme a high pressure pumps.
1609:52 CAM-2 ok.
1609:52 CAM-1 help me back help me back.
1609:54 CAM-2 ok.
1609:55 RDO-1 center Alaska two sixty one we are uh in a dive here.
1610:01.6 RDO-1 and I've lost control, vertical pitch.
1610:01.9 CAWS [sound of clacker] Overspeed. (begins and repeats for
approx 33 seconds)
1610:05 LAX-CTR1 Alaska two sixty one say again sir.
1610:06.6 RDO-1 yea were out of twenty six thousand feet, we are in
a vertical dive
not a dive yet... but uh we've lost vertical control
of our airplane.
1610:15 CAM [sound of click]
1610:20 CAM-1 just help me.
1610:22 CAM-1 once we get the speed slowed maybe
we'll be ok.
1610:28.2 RDO-1 we're at twenty three seven request uh.
1610:33 RDO-1 yea we got it back under control here.
1610:34 RDO-2 no we don't, ok.
1610:37 CAM-1 ok.
1610:37 LAX-CTR1 the altitude you'd like to uh to remain at?
1610:40 CAM [sound of click]
1610:45 CAM-2 lets take the speedbrakes off I'm * ---
1610:46 CAM-1 no no leave them there. it seems to be helping.
1610:51 CAM-1 # me.
1610:53 CAWS [sound of chime] Altitude
1610:55 CAM-1 ok it really wants to pitch down.
1610:58 CAM-2 ok.
1610:59 CAM-1 don't mess with that.
1611:04 CAM-2 I agree with you.
1611:04 LAX-CTR1 Alaska two sixty one say your condition.
1611:06.6 RDO-1 two sixty one we are at twenty four thousand feet, kinda
1611:10 RDO-1 we're slowing here, and uh, we're gonna uh.
1611:15 RDO-1 do a little troubleshooting, can you gimme a block between
uh, twenty and twenty five?
1611:21 LAX-CTR1 Alaska two sixty one maintain block altitude flight
level two zero zero through flight level two five zero.
1611:27 RDO-1 Alaska two sixty one we'll take that block we'll be monitor'n
1611:31 CAM-2 you have the airplane let me just try it.
1611:33 CAM-1 ok.
1611:33 CAM-2 uh how hard is it?
1611:33 CAM-1 I don't know my adrenaline's goin
it was really
tough there for a while.
1611:38 CAM-2 yea it is.
1611:39 CAM-1 ok.
1611:43 CAM-2 whatever we did is no good, don't do that again.
1611:44 CAM-1 yea, no it went down it went to full nose down.
1611:48 CAM-2 uh it's a lot worse than it was?
1611:50 CAM-1 yea yea we're in much worse shape now.
1611:59 CAM-1 I think its at the stop, full stop
and I'm thinking,
we can- can it go any worse
but it probably can
we slowed down, lets slow it lets get down to two hundred knots and
see what happens.
1612:16 CAM-2 ok?
1612:16 CAM [sound of click]
1612:17 CAM-2 we have to put the slats out and everything
1612:20 CAM-1 yea... well we'll wait ok you got it for a second?
1612:23 CAM-2 yea.
1612:25.3 RDO-1 maintenance two sixty one are you on?
1612:30 LAX-MX-2 yea two sixty one this is maintenance.
1612:32.0 RDO-1 ok we did---
1612:33.2 RDO-1 ---we did both the pickle switch and the suitcase handles
and it ran away full nose trim down.
1612:39 LAX-MX-2 oh it ran away trim down.
1612:42 RDO-1 and now we're in a * pinch so we're holding uh we're worse
than we were.
1612:50 LAX-MX-2 ok uh... geez.
1612:52 LAX-MX-1 you want me to talk to em? (in the background during
1612:55 LAX-MX-1 yea two sixty one maintenance uh uh you getting full
nose trim down but are you getting any you don't get no nose trim up
is that correct?
1613:04 RDO-1 that's affirm we went to full nose down and I'm afraid
to try it again to see if we can get it to go in the other direction.
1613:10 LAX-MX-1 ok well your discretion uh if you want to try it, that's
ok with me if not that's fine. um we'll see you at the gate.
1613:20 CAM-2 did it happen went in reverse? when you pulled back it
1613:22 CAM-1 I went tab down
right, and it should have come back
instead it went the other way.
1613:29 CAM-2 uh huh.
1613:30 CAM-1 what do you think?
1613:32 CAM-2 uhhh.
1613:32 CAM-1 you wanna try it or not?
1613:32 CAM-2 uhh no. boy I don't know.
1613:33 CAM-1 its up to you man.
1613:35 CAM-2 lets head back toward uh here lets see
1613:39 CAM-1 I like where were goin out over the water myself
I don't like goin this fast though.
1613:50 CAM [sound of click]
1613:57 CAM-1 ok you got * [sound similar to short interruption in recording]
1613:58 CAM-2 yea.
1613:59 CAM-2 we better... talk to the people in the back there.
1614:03 CAM-1 yea I know.
1614:04 LAX-CTR1 Alaska two sixty one let me know if you need anything.
1614:08 RDO-2 yea we're still workin this.
1614:12 PA-1 folks we have had a flight control problem up front here
we're workin it uh that's Los Angeles off to the right there that's
where we're intending to go. we're pretty busy up here
workin this situation I don't anticipate any big problems once we get
a couple of sub systems on the line. but we will be going into L A X
and I'd anticipate us parking there in about twenty to thirty minutes.
1614:39 CAM-1 ok
did the, first of all, speedbrakes. did they
have any effect?
1614:49 CAM-1 lets put the power where it'll be for one point two, for
landing. you buy that?
1614:53 CAM-1 slow it down and see what happens.
1614:54 LAX-CTR1 Alaska two sixty one contact L A center one two six
point five two they are aware of your situation.
1615:00.0 RDO-2 ok Alaska two sixty one say again the frequency, one
two zero five two?
1615:02 CAM-1 I got the yoke.
1615:04 LAX-CTR1 Alaska two sixty one, twenty six fifty two
1615:06 RDO-2 thank you.
1615:07 LAX-CTR1 you're welcome have a good day.
1615:19.7 RDO-2 L A Alaska two sixty one we're with you we're at twenty
two five, we have a jammed stabilizer and we're maintaining altitude
with difficulty. uh but uh we can maintain altitude we think... and
our intention is to land at Los Angeles.
1615:36 LAX-CTR2 Alaska two sixty one L A center roger um you're cleared
to Los Angeles airport via present position direct uh Santa Monica,
direct Los Angeles and uh, you want lower now or what do you want to
1615:54 CAM-1 let me get let me have it.
1615:56 RDO-1 center uh Alaska two sixty one. I need to get down 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.
1616:07 LAX-CTR2 ok Alaska two sixty one roger that standby here.
1616:11 CAM-2 lets do it at this altitude instead---
1616:11 CAM-1 what?
1616:12 CAM-2 ---of goin to ten lets do it at this altitude.
1616:14 CAM-1 cause the airflow's that much difference down at ten this
air's thin enough that that you know what I'm sayin?
1616:20 CAM-2 yea uh I'll tell em to uh---
1616:22 CAM-1 I just made a PA to everyone to get everybody---
1616:24 CAM-2 ok.
1616:26 CAM-1 ---down you might call the flight attendants.
1616:27 CAM [sound similar to cockpit door operating]
1616:32 CAM-3 I was just comin up this way.
1616:32 LAX-CTR2 Alaska two sixty one fly a heading of two eight zero
and descend and maintain one seven thousand.
1616:34 CAM-2 uhh.
1616:36 CAM [sound similar to cockpit door operating]
1616:39.0 RDO-1 two eight zero and one seven seventeen thousand Alaska
two sixty one. and we generally need a block altitude.
1616:45 LAX-CTR2 ok and just um I tell you what do that for now sir,
and contact L A center on one three five point five they'll have further
uhh instructions for you sir.
1616:56.9 RDO-2 ok thirty five five say the altimeter setting?
1616:59 LAX-CTR2 the L A altimeter is three zero one eight.
1617:01 CAM-1 I need everything picked up---
1617:02 RDO-2 thank you.
1617:02 CAM-1 ---and everybody strapped down---
1617:04 CAM-3 ok.
1617:04 CAM-1 ---cause I'm gonna unload the airplane and see if we can---
1617:06 CAM-3 ok.
1617:07 CAM-1 ---we can regain control of it that way.
1617:09 CAM-3 ok we had like a big bang back there---
1617:11 CAM-1 yea I heard it---
1617:12 CAM-3 ok.
1617:12 CAM-1 ---the stab trim I think it---
1617:13 CAM-2 you heard it in the back?
1617:13 CAM-3 yea.
1617:14 CAM-2 yea.
1617:15 CAM-3 so---
1617:15 CAM-1 I think the stab trim thing is broke---
1617:17 CAM-3 ---I didn't wanna call you guys
1617:18 CAM-1 no no that's good.
1617:20 CAM-3 ---that girl, they're like you better go up there---
1617:21 CAM-1 I need you everybody strapped in now, dear.
1617:22 CAM-3 ---and tell them.
1617:23 CAM-3 ok.
1617:24 CAM-1 cause I'm gonna I'm going to release the back pressure
and see if I can get it... back.
1617:30 CAM [sound similar to cockpit door operating]
1617:33 CAM-2 three zero one eight.
1617:37 CAM-1 I'll get it here.
1617:40 CAM-2 I don't think you want any more speedbrakes do you?
1617:42 CAM-1 uhh no. actually.
1617:46 CAM-2 he wants us to maintain seventeen.
1617:51 CAM-1 ok I need help with this here.
1617:52 CAM-1 slats ext... lets---
1617:54 CAM-2 ok slats---
1617:54 CAM-1 gimme slats extend.
1617:55 CAM-2 got it.
1617:56.6 CAM [sound similar to slat/flap handle movement]
1617:58 CAM-1 I'm test flyin now---
1617:59 CAM-2 how does it feel?
1618:00 CAM-1 it's wantin to pitch over more on you.
1618:02 CAM-2 really?
1618:03 CAM-1 yea.
1618:04 CAM-2 try flaps?
1618:05 CAM-1 ahh lets go to eleven.
1618:07.3 CAM [sound similar to slat/flap handle movement]
1618:09 CAM-2 ok... get some power on.
1618:10 CAM-1 I'm at two hundred and fifty knots, so I'm lookin
1618:17 CAM-2 real hard?
1618:17 CAM-1 no actually its pretty stable right here... see but we
got to get down to a hundred an eighty.
1618:26 CAM-1 OK... bring bring the flaps and slats back up for me.
1618:32 CAM-2 slats too?
1618:33 CAM-1 yea.
1618:36.8 CAM [sound similar to slat/flap handle movement]
1618:37 CAM-2 that gives us... twelve thousand pounds of fuel, don't
over boost them.
1618:47 CAM-1 what I'm what I wanna do...
1618:48 CAM [sound similar to slat/flap handle movement]
1618:49 CAM-1 is get the nose up... and then let the nose fall through
see if we can stab it when it's unloaded.
1618:54 CAWS [sound of chime] Altitude (repeats for approximately 34
1618:56 CAM-2 you mean use this again? I don't think we should... if
it can fly, its like---
1619:01 CAM-1 it's on the stop now, its on the stop.
1619:04 CAM-2 well not according to that its not.
1619:07 CAM-2 the trim might be, and then it might be uh, if something's
popped back there---
1619:11 CAM-1 yea.
1619:11 CAM-2 ---it might be * mechanical damage too.
1619:14 CAM-2 I think if it's controllable, we oughta just try to land
1619:16 CAM-1 you think so? ok lets head for L A.
1619:21.1 CAM [sound of faint thump]
1619:24 CAM-2 you feel that?
1619:25 CAM-1 yea.
1619:29 CAM-1 ok gimme sl--- see, this is a bitch.
1619:31 CAM-2 is it?
1619:31 CAM-1 yea.
1619:32.8 CAM [sound of two clicks similar to slat/flap handle movement]
1619:36 CAM-? *
1619:36.6 CAM [sound of extremely loud noise] [increase in background
noise begins and continues to end of recording] [sound similar to loose
articles moving around in cockpit]
1619:37 CAM-? *
1619:37.6 PA [sound similar to CVR startup tone]
1619:43 CAM-2 mayday.
1619:49 CAM-1 push and roll, push and roll.
1619:54 CAM-1 ok, we are inverted... and now we gotta get it
1619:59 CAM [sound of chime]
1620:03 CAM-1 kick *
1620:04 CAM-1 push push push... push the blue side up.
1620:14 CAM-1 push.
1620:14 CAM-2 I'm pushing.
1620:16 CAM-1 ok now lets kick rudder... left rudder left rudder.
1620:18 CAM-2 I can't reach it.
1620:20 CAM-1 ok right rudder... right rudder.
1620:25 CAM-1 are we flyin?... we're flyin... we're flyin... tell 'em
what we're doin.
1620:33 CAM-2 oh yea let me get *
1620:35 CAM-1 *
1620:38 CAM-1 gotta get it over again... at least upside down we're
1620:40.6 PA [sound similar to CVR startup tone]
1620:42 CAM-? *
1620:44 CAM-? *
1620:49 CAM [sounds similar to compressor stalls begin and continue
to end of recording]
1620:49 CAM [sound similar to engine spool down]
1620:54 CAM-1 speedbrakes.
1620:55.1 CAM-2 got it.
1620:56.2 CAM-1 ah here we go.
1620:57.1 [end of recording]
End of transcript