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Printed page 5. PDF page 19.
stating, “this'll click it off.” According to FDR data, the autopilot was disengaged at 1609:16. At the same time, the CVR recorded the sound of a clunk, followed by two faint thumps in short succession at 1609:16.9. The CVR recordedOpen official document at PDF page 19Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 56. PDF page 70.
faint “thump” sounds recorded on the CAM channel. A set of thump sounds was recorded at 1609:16.9 (also just before the accident airplane's initial dive) and comprised two distinct thumps that were about 0.4 second apart. A series of distinctOpen official document at PDF page 70Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 63. PDF page 77.
using about 10 pounds of pulling force. At 1546:59, the autopilot was re-engaged. At 1609:16, the autopilot disengaged, and the CVR recorded the sound of a clunk. At 1609:16.9, the CVR recorded the sound of two faint thumps inOpen official document at PDF page 77Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 66. PDF page 80.
assembly. The airplane performance studies focused on the airplane's initial dive (about 1609:16), which occurred after the autopilot was disengaged, and the second and final dive (about 1619:37), which occurred after an extremely loud noise was recorded by the CVR.Open official document at PDF page 80Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 132. PDF page 146.
at 31,050 feet. At 1609:14.8, the captain stated, “this'll click it off,” and, about 1609:16, the autopilot parameter on the FDR switched from “engaged” to “off.” FDR and airplane performance data indicated that during the 3 to 4 seconds followingOpen official document at PDF page 146Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 133. PDF page 147.
created by the primary trim motor when the captain activated the primary trim system at 1609:16 apparently provided enough force to overcome the jam between the acme nut and screw. Over the next 3 to 4 seconds, the increasing angle-of-attackOpen official document at PDF page 147Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000