Her voice faltered when she explained why she chose to attend the hearing. JOHN HAMMERSCHMIDT, NTSB: Well, the next stage in terms of the U.S. Navy's work at the accident site is to begin the process of the detailed mapping of the wreckage area and that will begin at some point soon. From C-Check to Tragedy: Lessons Learned from Alaska flight 261 The search for the aircraft's flight data recorder continues. -- 4:20:16 -- Thompson: OK, now let's kick rudder, left rudder, left rudder. The safety board will rule on a probable cause of the crash next year. 31 January 2000 - Alaska Airlines 261. The mission of the Department of Defense is to provide a lethal Joint Force to defend the security of our country and sustain American influence abroad. Much of the hearing will focus on the design and maintenance of the jackscrew mechanism that controls the stabilizer, used to control the plane's nose-up or nose-down attitude. Stephan Lanfermeijer. Dec. 13, 2000 -- A transcript of the cockpit voice recorder of doomed Alaska Airlines Flight261 shows that the pilots struggled to get the plane upright before it crashed into the . -- 4:11:48 -- Tansky: It's a lot worse than it was. The crew recovered from this condition in approximately one-and-one-half minutes. Terrifying 31 MinutesTodays hearing focused on the terrifying last minutes of Flight 261 and pilots efforts to save the lives of their passengers. DAVIS: The two families, the Clemetsons (ph) and the Pearsons, close friends, were on the flight with their six children: Blake, Cori (ph), Miles, Spencer, Rachel and Grace. # me.1609:24 CAM-2 what are you doin?1609:25 CAM-1 I it clicked off---1609:25.4 CAWS [sound of chime] Altitude1609:26 CAM-1 ---it * got worse ok.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. Alaska Air Cockpit Crew's Last Words to Be Released / Hearings - SFGATE extended lubrication interval and the Federal Aviation Administration.s (FAA) approval of that extension, which increased the likelihood that a missed or inadequate lubrication would result in excessive wear of the acme nut threads, and Alaska Airlines. If it jams in any particular position it can cause the plane to be difficult to recover. Just before the final dive into the Pacific Ocean, she can be heard leading the sinner's prayer for salvation. He was apparently referring to turning off the autopilot. 17 April 2018 - Southwest 1380. 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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 it---1619:16 CAM-1 you think so? Also today, a Coast Guard helicopter will scatter 88 roses into the ocean, one for each victim. Air Moorea Flight 1121 - Wikipedia But early Thursday the Kellie Chouest, the same ship that found the cockpit voice recorder, recovered the flight data recorder. Investigators will match the words on the voice recorder with data from the flight recorder to establish what the crew was doing to correct the problems and how effective their efforts were. The search for the aircraft's flight data recorder continues. The transcript shows the captain uttering a mild vulgarity, then saying a moment later, ''It got worse.''. 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? fifteen, eleven?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 do1618:48 CAM [sound similar to slat/flap handle movement]1618:49 CAM-1 is get the nose up and then let the nose fall through andsee if we can stab it when it's unloaded.1618:54 CAWS [sound of chime] Altitude (repeats for approximately 34 seconds)1618:56 CAM-2 you mean use this again? ", In a statement yesterday, an Alaska official said the two pilots "displayed the utmost professionalism.". Alaska Airlines is the nation's 10th largest carrier and a subsidiary of Seattle-based Alaska Air Group. The MV Kellie Chouest is a Military Sealift Command Submarine Support Ship. But just over two hours out from Puerto Vallarta, the 31-minute recording starts with the pilots trouble-shooting the stabilizer problem with Alaska's maintenance base in Seattle. That's where we're intending to go. The CSMU is a large cylinder that bolts onto the flat portion of . *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]. Witnesses saw Alaska airliner nosedive - UPI Archives The cockpit voice recorder from the downed Alaska Airlines Flight 261 is held by the robotic arm of the remotely piloted vehicle SCORPIO on the deck of the MV Kellie Chouest off the coast of Ventura County, Calif., on Feb. 2, 2000. According to the National Transportation Safety Board, all that can be heard on the cockpit voice recorder tape is the pilots discussing stabilizer problems with air traffic control and Alaska Air maintenance personnel, a loud noise around the time the plane lost stabilizer control (and the voice of a flight attendant notifying the crew of the sound), and a second loud bang a minute before the plane plunged into the ocean. 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Chawkins, Steve. We're pretty busy up here working this situation. We have a lot of pictures that we found. The jackscrew was found on the seabed off Point Mugu, north of Los Angeles, with threads from the gimbal nut wrapped around it and no visible evidence of grease on its working surfaces. Alaska Airlines jet was flying upside down | CBC News An official website of the United States Government, Vice Chairman of the Joint Chiefs of Staff, Hosted by Defense Media Activity - WEB.mil. The mechanics said they would check. Alaska Airlines Flight 261 finished seating Smith and 82 other men, women and children just before 1:30 p.m. Monday, and within minutes, the crew of five had the big plane soaring over the tile . No G's (no feel of gravity). Prior to that he worked for the San Francisco Chronicle for more than a decade. That's Los Angeles off to the right there. (in the background during previous transmission)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. read back all runway hold short instructions. Realizing they cannot get the stabilizer out of a its full nose-down angle, Thompson tells Tansky, Were worse than we were., Thompson tries to calm passengers, saying I dontanticipate any big problems once we get a couple of sub-systemson the line.. when you pulled back it went forward?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. The high school senior was scheduled to be on Flight 261. 10 April 2010 - Polish Air Force. simultaneous visual approaches to all runways are in progress. The National Transportation 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. -- 4:11:43 -- First Officer William Tansky: Whatever we did, it's no good, don't do that again. Cockpit Voice Recorder Database. WASHINGTON (Reuters) -- "We're in much worse shape now," the captain of Alaskan Airlines Flight 261 said about nine minutes before losing a battle to keep the plane in the air on January 31, a transcript issued Wednesday showed. Alaska Airlines Flight 261 - Simple English Wikipedia, the free The reconstruction exhibits information selected from the Flight Data Recorder, excerpts from the Cockpit Voice Recorder transcript, recorded radar data and aircraft performance data. Lil boy twerkin wtf is yo daddy. 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 flyin.1620:40.6 PA [sound similar to CVR startup tone]1620:42 CAM-? The captain uttered two mild profanities and then pleaded to Tansky, "Help me back, help me back," referring to pulling back on the yoke. Do Not Sell or Share My Personal Information. Please support this channel by following me on Patreonhttps://www.patreon.com/allecibayFollow me on:https://www.facebook.com/allec.ibayhttps://www.instagram.. duh.1606:47 CAM-2 so our actually our landing speed will be one forty eight plus 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 plus 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 six three.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 switches right?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. As the plane picked up speed in the dive, the crew deployed the speed brakes, panels on the wings used for landing, as they used other controls to stabilize the jet. ValuJet Airlines Flight 592 was a regularly scheduled flight from Miami International Airport to Hartsfield-Jackson Atlanta International Airport.On May 11, 1996, the ValuJet Airlines McDonnell Douglas DC-9 operating the route crashed into the Everglades about 10 minutes after taking off from Miami as a result of a fire in the cargo compartment caused by mislabeled and improperly stored . cockpit voice recorder (CVR) transcript about 1549,6 which suggests . Information on the Alaska Airlines Flight 261 cockpit voice recorder as provided by John Hammerschmidt, a member of the National Transportation Safety Board: - "Observation No. The dispatcher relented when Thompson told him they had a serious problem. -- 4:19:54 -- Thompson: OK, we are inverted and now we gotta get it. "This is an extremely important investigation for all of us. 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 uh---1601:58 CAM-1 yea.1601:58 CAM-2 ---cut through the crap there.1601:59 CAM-2 they not available?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.
