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Printed page 2. PDF page 16.
airplane nose down.9 At 1349:51, as the airplane continued to climb through approximately 23,400 feet at 331 knots indicated airspeed (KIAS), the CVR recorded the horizontal stabilizer move from 0.25° to 0.4° airplane nose down.10 This was the last horizontalOpen official document at PDF page 16Loss 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.
dive) during the climbout from PVR when the airplane was climbing through approximately 23,400 feet at 331 KIAS. At that time, the horizontal stabilizer moved from 0.25° to 0.4° airplane nose down. Following the horizontal stabilizer movement at 1359:51,Open 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 127. PDF page 141.
airplane nose up. Thereafter, as the airplane continued to climb from 6,200 feet to about 23,400 feet, the FDR recorded horizontal stabilizer movement at the normal alternate trim motor rate of 1/10º per second from 2º airplane nose up toOpen official document at PDF page 141Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 129. PDF page 143.
stopped responding to autopilot and pilot commands after the airplane passed through 23,400 feet. The pilots recognized that the longitudinal trim control system was jammed, but neither they nor the Alaska Airlines maintenance personnel could determine the cause of theOpen official document at PDF page 143Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 130. PDF page 144.
accident flight. The Safety Board further concludes that, as the airplane passed through 23,400 feet, the acme screw and nut jammed, preventing further movement of the horizontal stabilizer until the initial dive. Safety Board investigators considered numerous factors thatOpen official document at PDF page 144Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 176. PDF page 190.
stopped responding to autopilot and pilot commands after the airplane passed through 23,400 feet. The pilots recognized that the longitudinal trim control system was jammed, but neither they nor the Alaska Airlines maintenance personnel could determine the cause of theOpen official document at PDF page 190Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000