5 Items

(First Two Are The Same Item)

ITEM 1 DATA Source; ASRS Database AVIATION SAFETY REPORTING SYSTEM REPORT (search “jackscrew”) Report Number: 404988 Local Date (Yr/Mon): 1998/06 Local Date (Week Day): WEDNESDAY (10th editor) Local Quarter Time: 0601:1200 HOURS Facility ID Nr Aircraft: CLT Facility Nr Aircraft: CHARLOTTE/DOUGLAS INTL Facility Distance (nm): 150 Direction from Reference Facility: WEST Altitude MSL - HI (ft): 33000 Report Type: SINGLE REPORT Weather Conditions: MIXED VISUAL/INSTRUMENT METEOROLOGICAL CONDITIONS Light Condition: DAYLIGHT Ceiling (ft): 9000 Event Anomaly Desc: ACFT EQUIPMENT PROBLEM/CRITICAL, OTHER Anomaly Consequence: FAA INVESTIGATORY FOLLOW-UP Anomaly Detected by: COCKPIT/FLC Anomaly Resolution: NOT RESOLVED/UNABLE Incident Type: EMERGENCY Event Recurrence: DISCRETE EVENT OR OCCURENCE, DISCRETE EVENT OR OCCURENCE Primary Problem Area: AIRCRAFT AND THEIR SUBSYSTEMS Narrative Acft was level at fl330, .74 mach on autoplt using vnav and lnav. At approx xa00z, capt returned to cockpit after using lavatory facilities. FO was experiencing difficulty holding alt. Tried using vert spd ctl but was ineffective. Capt assumed ctl of acft and tried to level off acft using vert spd -- still ineffective. Autoplt disengaged and acft flown manually to alt, however, when electr AC trim was used, nothing happened. Circuit breakers were chked in. Manual stabilizer trim was tried next but trim wheel was jammed (could not trim nose down). Sys maint was contacted and with their guidance proceeded to troubleshoot sys. Nothing seemed to work. 'nose up' trim worked but once new pos was reached could not trim 'nose down.' declared an emer and diverted to preplanned alternate field (BNA). All other suitable arpts were experiencing hvy wx. BNA had the best wx and the longest rwy. proceeded to BNA while still talking to maint and Chicago dispatch to consider all options. Cabin crew notified of sit and were instructed to 'prep' the cabin for emer lndg and possible evac. Upon dscnt into BNA, acft was leveled at 6000 ft to do a ctlability chk. Once flaps were extended to 10 degs down and lndg gear positioned down, lost all stabilizer trim (both nose up and nose down). Elevator ctl was adequate to conduct apch. 'jammed stabilizer apch' emer procs were followed. a 15 deg flap lndg was utilized. Extended straight-in apch was used. Lndg was uneventful. Crash crew chked for hot brakes after exiting

Aircraft make/model 1: Type of Operation 1: Phase of Flight 1: ---SAME REPORT FROM FAA’S INCIDENT DATA BUT NOT THE DETAIL ABOVE ITEM 2 FAA INCIDENT DATA SYSTEM REPORT Data Source: FAA INCIDENT DATA SYSTEM Report Number: 19980610024089C Local Date: 06/10/1998 City: NASHVILLE State: TN Event Type: INCIDENT .rwy.AIR CARRIER Phase of Flight: FCD/PREC LDG FROM CRUISE Aircraft Make/Model: BOEING B-737-322 Operator Code: UALA Operator: UNITED AIR LINES INC . but would get it. He had not received feedback from his company yet. Detail Primary Flight Type: Secondary Flight Type: Type of Operation: Registration Number: Total Aboard: Fatalities: Injuries: SCHEDULED AIR CARRIER PASSENGERS AIR CARRIER/COMMERCIAL 352UA 96 0 0 B737-300 AIR CARRIER CRUISE. EMERGENCY. Callback conversation with rptr revealed the following info: rptr capt confirmed acft type as B737-300. Report synopsis: B737-300 acft in cruise had difficulty with stabilizer trim. flc had no difficulty ctling the acft for apch and lndg. DIVERSION TO ALTERNATE . As soon as they landed they were questioned by the FAA regarding the trim prob. No injuries or damage to the acft occurred. Even electric trim would not ctl it nor manual. Flc could not trim nose down. Lndg was uneventful and. All crew members conducted themselves in a highly professional manner. When talking with his company maint they mentioned something about a gear box and jackscrew probably causing the prob. After coord with company maint flc declared emer and diverted. though the stabilizer was completely jammed.UALA Narrative DIVERTED TO BNA DUE TO INOPERATIVE HORIZONTAL STABILIZER TRIM SYSTEM.

Chicago. while performing work card 3901. during a "B" check. Flushing." Examination of the elevator variable load feel cable was within tolerance. "Flight Controls-Horizontal Stabilizer-Actuator Assembly check. during a "B" check at La Guardia Airport. was reported to have sustained minor damage to the lower mechanical stop of the horizontal stabilizer jackscrew. under 14 CFR Part 121. N489AA. A company Board of Inquiry was held at the La Guardia Airport.ITEM 3 Data Source: NTSB AVIATION ACCIDENT/INCIDENT DATABASE Report Number: CHI01SA034 Local Date: 10/19/2000 Local Time: 13:00 CST State: IL City: CHICAGO Event Type: INCIDENT Report Status: PRELIM Category of Operation: SCHEDULED. The Board was unable to determine the origin of the mis-rigging of the variable feel load unit. PART 121 Aircraft Type: AIRPLANE Aircraft Damage: MINOR Aircraft Make/Model: DOUG DC-9-82 Operator Name: AMERICAN AIRLINES. Probable Cause (????????????) Registration Number: 489AA Air Carrier Operating Certificates: FLAG CARRIER/DOMESTIC (121) --- . The damage was discovered by American Airlines maintenance personnel at O'Hare International Airport. Operator Code: AALA Narrative On October 19. owned and operated by American Airlines. 2000. Incorporated. INC. "The mechanic did not note any damage while performing this check. A heavy "C" check was accomplished in June. Neither work package reflected any documented maintenance that might have affected the rig function of the stabilizer jackscrew mechanism or the variable load feel unit." An on-scene investigation revealed that the elevator variable load feel unit was out of rig. at 1300 central standard time. 2000. 2000. Illinois. "This prevented the stabilizer down control mechanism from functioning properly and resulted in the acme nut making contact with the lower mechanical stop. A review of the airplane's maintenance records showed that work card 3901 had been previously accomplished on August 31. The Board concluded that the heavy "C" maintenance crew released the airplane with confidence that it was in an airworthy condition. New York. The Board determined that the mechanic who accomplished the 3901 card at the "B" check did not fully understand the intent of the work card in that it required a second individual to properly monitor the jackscrew travel. a McDonnell Douglas MD-82.

1989 by Pan American Airways. The stabilizer trim system was ops checked munerous times on the ground and tested ok. The ARRF responded as a precaution.0 degrees nose up at flight level 180 and remained jammed down to 700 feet AGL. PN: 65-19482-16. 1998). utilizing A & P mechanics working under their certificates.C8GA Narrative (-5) On October 6. The crew dumped approximately 20.AIR CARRIER Aircraft Damage: NONE Phase of Flight: CLIMB TO CRUISE Aircraft Make/Model: BOEING B-727-214 Airframe Hours: 43704 Operator Code: C8GA Operator: CAPITAL CARGO INTERNATIONAL AIRLI . to evaluate the previous corrective action under flight conditions. Subsequent corrective action was to remove and replace the stabilizer jack screw IAW B-727 MM 27-40-41 and ops check ok. 1998 with no reported discrepancies. This flight was unsuccessful.5 and 6 degrees. at approximately 17:10 local. dated October 10. Primary Flight Type: Secondary Flight Type: Type of Operation: Registration Number: --SCHEDULED AIR CARRIER CARGO AIR CARRIER/COMMERCIAL 227JL . Work was conducted by carrier's contractor at KPL.3. The aircraft was released for a test flight on October 7. 1998. Installed on aircraft: January 3.6 hours/3997 cycles. Filed component information: jackscrew.ITEM 4 FAA INCIDENT DATA SYSTEM REPORT Data Source: FAA INCIDENT DATA SYSTEM Report Number: 19981006040189C Local Date: 10/06/1998 Local Time: 17:10 City: PHILADELPHIA State: PA Event Type: INCIDENT . Emery World Wide Airlines. Services. All aspects of this investigation were coordinated with the CHDO/PMI. ^privacy data omitted^.. The aircraft was test flown on October 11. Time since new/overhaul: 7662. which was found to be dry of lubricant. The aircraft landed rwy 9R at approximately 17:37 local without further incident and taxied to the cargo ramp. S/N: G-10457.000 pounds of fuel and declared an emergency while returning to the point of departure at KPHL. remaining at 6 degrees until after landing. a contract maintenance provider based out of JFK airport. N. AEA-FSDO-17 considers this investigation closed. Initial correction action was to clean and lubricate the stabilizer trim jack screw and gear box.Y. 1998. This corrective action was conducted by AOG. The test flight crew again reported the stabilizer jamming at 1. crew reported that the horizontal stabilizer jammed at 5. (log page 4860.

editor) While en route the flight crew experienced a failure of the pitch trim control system. Under investigation by NTSB at the present time.gov/aviation/IAD/97A018. . as designed. Contributing to the cause was the aircraft manufacturer's production and inspection personnel failing to lubricate the screw assemblies after initial installation and again after washing. were unable to change stabilizer trim. the investigation revealed that no lubrication had been applied to the screw actuator nuts. Incident occurred NOV-07-96 at DAYTON. OH. Failure of the output drive unit shear pin due to lack of lubrication to the screw actuator assemblies. (The discrepancy in the number aboard is not explained . Subsequent examination of the horizontal stabilizer pitch trim system found that there was no lubrication on the screw actuator assemblies and that the fuse pin had sheared in the output drive unit of the horizontal stabilizer drive gearbox. However. Injuries: 209 Uninjured.ITEM 5 FAA INCIDENT DATA SYSTEM REPORT Data Source: FAA INCIDENT DATA SYSTEM Report Number: 19961107040449C Local Date: 11/07/1996 Local Time: 16:24 City: DAYTON State: OH Airport Name: WRIGHT-PATTERSON AFB Airport Id: FFO Event Type: INCIDENT .AIR CARRIER Phase of Flight: FINAL APPROACH Aircraft Make/Model: DOUG MD-11-XXX Airframe Hours: 550 Operator Code: DALA Operator: DELTA AIR LINES INC . Source. http://www. Primary Flight Type: SCHEDULED AIR CARRIER Registration Number: 814DE Total Aboard: 2 --THIS NTSB MONTHLY REPORT DATABASE ADDED THE FOLLOWING. they were unable to change stabilizer trim. Aircraft: McDonnell Douglas MD-11. electrically or manually. registration: N814DE. INC. when slats extended on descent.DALA Narrative: pilot reported. The sheared fuse pin locked the horizontal stabilizer in its last set position. Horizontal stabilizer trim gearbox drive pin sheared. Probable Cause. The crew stated that when the slats were extended on descent.ntsb.htm Scheduled 14 CFR 121 operation of DELTA AIR LINES. The crew was unable to change the pitch trim by the yoke mounted trim switches or the center console mounted horizontal stabilizer control handles. A review of Assembly Orders at Douglas Aircraft (DAC) found that DAC production personnel and DAC Inspection personnel stamped the assembly orders indicating completion and acceptance of the lubrication.

The operator decided to remove the jackscrew assy for repair/overhaul. . However.. (See Reuters story below for one press account). “The operator is of the opinion that the jackscrew assy has never been removed. the ACME screw and nut wear check showed the end play was beyond limits. Tuesday December 12. 06/14/2000. The FAA has also claimed the same jackscrew is used on the MD-11. but not to exceed 400 cycles (landings) from the issue date…”.030 . The premature wear of actuator nut assembly and resultant excessive free play on the jackscrew assembly are caused by a jackscrew surface finish which is out of design specification tolerance. A visual inspection of the horizontal jackscrew assy revealed metal particles in the lubricant on the jackscrew.The Federal Aviation Administration said on Tuesday it saw no need to order a redesign of a tail mechanism at the center of inquiries into the January crash of an Alaska Airlines plane that killed 88 people. there are seven priors filed with the FAA including five referenced in a July 31.050 was obtained.A History of “Significant Wear” In MD –80 and MD-11 Aircraft. The established limits are . --Reuters. “During inspection of the horizontal stabilizer jackscrew assy. Dec 12 (Reuters) . “Five operators reported instances of the horizontal stabilizer actuator nut assembly prematurely wearing out. From that July 1997 filing with the FAA.” Recommended compliance date for a “initial inspection for free play” was “first convenient maintenance period.2000 and on June 6.040 inch IAW MM-27-40-1 and . 03/31/2000.yahoo. 9:14 pm Eastern Time FAA sees no redesign from Alaska Airlines crash Source. In spite of that 1998 AD the two Service Difficulty Reports this year reported the following. Further. documentation is unavailable at this time to verify the status of this jackscrew assy.” (SDR # 2000080400209). http://biz. (X). Occurrence Date.html WASHINGTON.com/rf/001212/n12266621. 2000. and ops checked horizontal stabilizer assy IAW MM 27-40-1. An FAA AD (AD-98-16-9) followed nine months later in 1998. Contrary to that. Dec 14. metal shavings were found within the grease on and around the jackscrew. Excessive wear of the actuator nut assembly could result in a jammed actuator nut assembly and subsequent loss of horizontal stabilizer function. that Douglas Service Bulletin said. Non-routine work card 4000277-0055 has been written documenting these discrepancies. ( Douglas service Bulletin MD-11-27-067). (X). 1997 Douglas Service Bulletin and two others this year alone in two Service Difficulty Reports (SDRs) filed on March 31. Removed. As the Alaska Flight 261 NTSB Hearing unfolds the FAA has made a statement that the stabilizer problem seen at Flight 261 has not been seen at other carriers. replaced. Occurrence Date.” (SDR 2000050900161).

to move the stabilizer which maintains level flight and is also used for gradual climbing or descent. Everyone on Alaska Airlines Flight 261 was killed Jan. said the carrier had experienced problems with the jackscrew device that moves the MD-80's horizontal stabilizer that were not seen at other airlines. MD-90 and Boeing 717. (NYSE:BA . He said Alaska Airlines had been in the process of trying to standardize its lubricants and incompatible greases may have been mixed on the jackscrews.A top FAA official. in safety board reports. McSweeny said the MD-80 jackscrew mechanism had conformed to FAA design rules in 1977 and would still meet today's certification requirements.'' McSweeny said of Alaska Airlines experience with the jackscrew mechanism. End story-----------. The jackscrew was retrieved from the seabed off Point Mugu. The crew regained control after a steep dive by using the elevator panel on the trailing edge of the stabilizer.news) in 1997 bought McDonnell Douglas which designed the MD-80 and related aircraft that include the DC-9. The National Transportation Safety Board has said its hearing will examine issues including Alaska's maintenance practices. north of Los Angeles. He said other systems with two jackscrews are used on the larger MD-11 and DC-10 aircraft but they were not necessarily more dependable. a gimbal nut. ``At this point we don't see design changes as a result of this accident. the wing slats and flaps they would need for landing. to San Francisco. the design of the jackscrew. The 2-foot (60 cm) jackscrew is normally powered by electric motors and threaded vertically through another part. for a second time. citing the generous safety margin of strength built into the parts. with threads from the gimbal nut wrapped around it. But they lost control of the jet for good shortly after extending. Investigators. Mexico. Traveling from Puerto Vallarta. speaking ahead of hearings into the crash that start Wednesday. the pilots of Flight 261 had requested an emergency landing in Los Angeles and were trying to stabilize the plane over the Pacific Ocean when the crash occurred. ``There was some fairly significant wear occurring there.jking1@mediaone. have questioned whether the jackscrew had been lubricated properly. and FAA's oversight of both the airline and the aircraft design.net . 31 when its pilots lost a battle to control the plane after radioing that they were having trouble controlling the stabilizer mounted on the top of the MD-80's tail. Boeing Co.'' FAA associate administrator Tom McSweeny told reporters. Alaska Airlines is the nation's 10th largest carrier and a subsidiary of Seattle-based Alaska Air Group (NYSE:ALK news). Investigators know from the plane's flight data and cockpit voice recorder that Flight 261's stabilizer went into a full nose-down position about 12 minutes before the crash.

Sign up to vote on this title
UsefulNot useful