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14 matching PDF pages. Showing 6 short source excerpts. Open the document for full context.
Printed page label not indexed. PDF page 5.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 1.6.1.3 Autopilot Pitch Control . . .Open official document at PDF page 5Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page label not indexed. PDF page 14.
Safety Board determines that the probable cause of 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. The thread failure was caused by excessiveOpen official document at PDF page 14Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 2. PDF page 16.
mercury. 9 Operation of the alternate trim motor during this period is consistent with pitch control being commanded by the autopilot, which was engaged at 1340:12. 10 KIAS is the speed of the airplane as shown on the airspeed indicatorOpen 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 19. PDF page 33.
about 10 rpm and has a maximum torque capability of 4,400 inch-pounds. 1.6.1.3 Autopilot Pitch Control When the autopilot is engaged and the flight crew selects a desired flight mode (for example, maintaining a constant altitude, pitch angle, or rateOpen official document at PDF page 33Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 22. PDF page 36.
the horizontal stabilizer would continue to be carried by the acme screw and nut, and pitch control would still be possible through the elevators. The loss of 90 percent of acme screw and nut threads. According to the certificationOpen official document at PDF page 36Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000
Printed page 116. PDF page 130.
assembly, could result in a free horizontal stabilizer that would cause loss of airplane pitch control.” On July 30, 1998, the FAA issued an AD that reiterated this concern and required MD-11 operators to comply with ASB MD11-27A-067. 1.18.6 SafetyOpen official document at PDF page 130Loss of Control and Impact with Pacific Ocean, Alaska Airlines Flight 261, McDonnell Douglas MD-83, N963AS, January 31, 2000