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Apr 04, · American Airlines will fly a Boeing daily from both Chicago and Dallas to Anchorage during the peak summer season. If you’re considering a trip to Alaska, this is a pretty comfy way to get there, especially if you’re planning on booking business class, where you can get a flat bed. How do I fly standby on Alaska Airlines? Follow these steps to fly standby on Alaska Airlines: Same day standby may be requested during check-in. While you’re checking in for your flight using our online check-in, mobile app check-in, or one of our airport kiosks, choose “Change flight” to request standby. Standby requests must be made.
Alaska Airlines is encouraging summer tourism by offering a major sale on flights. This past year has been difficult and all of us that call Alaska home what is the best show in las vegas right now ready for visitors.
Alaska is the perfect destination to reconnect and create memories that will last a lifetime. The sale is available on flights from all cities in the contiguous US that are served by Alaska Airlines. It also includes flights from Alaskan cities like Anchorage, Fairbanks, and Juneau, though it excludes flights to Prudhoe Bay. And with our Next-Level Care service, travelers can rest assured their Alaska adventures will be off to a great and safe start.
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Alaska Airlines is a major American airline headquartered in SeaTac, Washington, within the Seattle metropolitan usloveescort.com is the fifth largest airline in the United States when measured by fleet size, scheduled passengers carried, and the number of destinations served. Alaska, together with its regional partners Horizon Air and SkyWest Airlines, operate a large domestic route network, primarily. View hotel, car, and ride reservations. Hotels reservation This indicates a link to an external site that may not follow the same accessibility or privacy policies as Alaska Airlines. By selecting a partner link you agree to share your data with these sites. Cars reservation This indicates a link to an external site that may not follow the same accessibility or privacy policies as Alaska Airlines. Alaska Airlines Flight was a scheduled international passenger flight from Licenciado Gustavo Diaz Ordaz International Airport in Puerto Vallarta, Jalisco, Mexico, to Seattle–Tacoma International Airport in Seattle, Washington, United States, with an intermediate stop at San Francisco International Airport in San Francisco, usloveescort.com January 31, , the aircraft operating the.
The accident killed all 88 on board: two pilots, three cabin crew members, and 83 passengers. The subsequent investigation by the National Transportation Safety Board NTSB determined that inadequate maintenance led to excessive wear and eventual failure of a critical flight control system during flight. The probable cause was stated to be "a loss of airplane pitch control resulting from the in-flight failure of the horizontal stabilizer trim system jackscrew assembly's trapezoidal nut threads.
The thread failure was caused by excessive wear resulting from Alaska Airlines ' insufficient lubrication of the jackscrew assembly. The pilots of Flight were both highly experienced aviators. The three flight attendants and 47 of the passengers on board the plane were bound for Seattle. At least 35 occupants of Flight were connected in some manner with Alaska Airlines or its sister carrier Horizon Air , including twelve actual employees,  leading many of the airlines' personnel to mourn for those lost in the crash.
Bouquets of flowers started arriving at the company's headquarters in SeaTac, Washington , the day after the crash. Some time before UTC , the flight crew contacted the airline's dispatch and maintenance control facilities in SeaTac, Washington, on a company radio frequency shared with operations and maintenance facilities at Los Angeles International Airport LAX , to discuss a jammed horizontal stabilizer and a possible diversion to LAX.
The jammed stabilizer prevented operation of the trim system, which would normally make slight adjustments to the flight control surfaces to keep the plane stable in flight.
At their cruising altitude and speed, the position of the jammed stabilizer required the pilots to pull on their yokes with approximately 10 pounds 44 N of force to keep level.
Neither the flight crew, nor company maintenance, could determine the cause of the jam. Repeated attempts to overcome the jam with the primary and alternate trim systems were unsuccessful. During this time, the flight crew had several discussions with the company dispatcher about whether to divert to LAX, or continue on as planned to SFO.
Ultimately the pilots chose to divert. Cockpit voice recorder CVR transcripts indicate that the dispatcher was concerned about the effect on the schedule "flow" , should the flight divert. At UTC , the flight crew successfully unjammed the horizontal stabilizer with the primary trim system.
However, upon being freed, it quickly moved to an extreme "nose-down" position, forcing the aircraft into an almost vertical nosedive. The plane dropped from about 31, ft 9, m to between 23, and 24, ft 7, and 7, m in around 80 seconds. Alaska informed air traffic control ATC of their control problems. After the flight crew stated their intention to land at LAX, ATC asked whether they wanted to proceed to a lower altitude in preparation for approach.
They descended to a lower altitude and started to configure the aircraft for landing at LAX. Beginning at UTC , the CVR recorded the sounds of at least four distinct "thumps", followed 17 seconds later by an "extremely loud noise", as the overstrained jackscrew assembly failed completely and the jackscrew separated from the acme nut holding it in place.
As a result, the vertical stabilizer failed, and the aircraft rapidly pitched over into a dive. These aircraft immediately contacted the controller. He is, uh, definitely in a nose down, uh, position, descending quite rapidly. The crew of a SkyWest airliner reported, "He's, uh, definitely out of control. The CVR transcript reveals the pilots' continuous attempts for the duration of the dive to regain control of the aircraft. A few seconds before UTC , Flight impacted the Pacific Ocean at high speed, about 14 miles 23 kilometers; 12 nautical miles offshore, between the coastal city of Port Hueneme, California , and Anacapa Island.
At this time, pilots from aircraft flying in the vicinity reported in, with one SkyWest Airlines pilot saying, " He's, ah, down. Both the horizontal stabilizer trim system jackscrew also referred to as " acme screw " and the corresponding acme nut, which the jackscrew turns through, were found. The jackscrew was constructed from case-hardened steel and is 22 inches 56 cm long and 1. The acme nut was constructed from a softer copper alloy containing aluminum, nickel, and bronze.
As the jackscrew rotates, it moves up or down through the fixed acme nut, and this linear motion moves the horizontal stabilizer for the trim system. Upon subsequent examination, the jackscrew was found to have metallic filaments wrapped around it, which were later determined to be the remains of the acme-nut thread. Once the thread had failed, the horizontal stabilizer assembly was then subjected to aerodynamic forces that it was not designed to withstand, leading to complete failure of the overstressed stabilizer assembly.
Based on the time since the last inspection of the jackscrew assembly, the NTSB determined that the acme-nut thread had deteriorated at 0. Over the course of the investigation, the NTSB considered a number of potential reasons for the substantial amount of deterioration of the nut thread on the jackscrew assembly, including the substitution by Alaska Airlines with the approval of the aircraft manufacturer McDonnell Douglas of Aeroshell 33 grease instead of the previously approved lubricant, Mobilgrease The use of Aeroshell 33 was found not to be a factor in this accident.
Examination of the jackscrew and acme nut revealed that no effective lubrication was present on these components at the time of the accident. Due to the extreme impact forces, only a few bodies were found intact,  and none were visually identifiable. All passengers were identified using fingerprints, dental records, tattoos, personal items, and anthropological examination. The investigation had then proceeded to examine why scheduled maintenance had failed to adequately lubricate the jackscrew assembly.
In interviews with the Alaska Airlines mechanic at SFO who last performed the lubrication it was revealed that the task took about one hour, whereas the aircraft manufacturer estimated the task should take four hours. This and other evidence suggested to the NTSB that "the SFO mechanic who was responsible for lubricating the jackscrew assembly in September did not adequately perform the task".
Laboratory tests indicated that the excessive wear of jackscrew assembly could not have accumulated in just the four-month period between the September maintenance and the accident flight. Therefore, the NTSB concluded that "more than just the last lubrication was missed or inadequately performed". A periodic maintenance inspection called an " end-play check" was used to monitor wear on the jackscrew assembly.
The NTSB examined why the last end-play check on the accident aircraft in September did not uncover excessive wear. The investigation found that Alaska Airlines had fabricated tools to be used in the end-play check that did not meet the manufacturer's requirements. Testing revealed that the non-standard tools "restraining fixtures" used by Alaska Airlines could result in inaccurate measurements, and that it was possible that if accurate measurements had been obtained at the time of the last inspection, these measurements would have indicated the excessive wear and the need to replace the affected components.
Between and , Alaska Airlines progressively increased the period in between both jackscrew lubrication and end-play checks, with the approval of the Federal Aviation Administration FAA. Since each lubrication or end-play check subsequently not conducted had represented an opportunity to adequately lubricate the jackscrew or detect excessive wear, the NTSB examined the justification of these extensions. In the case of extended lubrication intervals, the investigation could not determine what information, if any, was presented by Alaska Airlines to the FAA prior to Testimony from an FAA inspector regarding an extension granted in was that Alaska Airlines submitted documentation from McDonnell Douglas as justification for their extension.
Testimony from the director of reliability and maintenance programs of Alaska Airlines was that a data-analysis package based on the maintenance history of five sample aircraft was submitted to the FAA to justify the extended period between C-checks. Individual maintenance tasks such as the end-play check were not separately considered in this extension.
The NTSB found that "Alaska Airlines' end play check interval extension should have been, but was not, supported by adequate technical data to demonstrate that the extension would not present a potential hazard". The investigation concluded that "FAA surveillance of Alaska Airlines had been deficient for at least several years". However, several factors led the Board to question "the depth and effectiveness of Alaska Airlines corrective actions" and "the overall adequacy of Alaska Airlines' maintenance program".
Systemic problems were identified by the investigation in the FAA's oversight of maintenance programs, including inadequate staffing, its approval process of maintenance interval extensions, and the aircraft certification requirements. The jackscrew assembly was designed with two independent threads, each of which was strong enough to withstand the forces placed on it.
The aircraft designers assumed that at least one set of threads would always be present to carry the loads placed on it, therefore the effects of catastrophic failure of this system were not considered, and no " fail-safe " provisions were needed. For this design component to be approved " certified " by the FAA without any fail-safe provision, a failure had to be considered "extremely improbable".
The NTSB determined that the design of "the horizontal stabilizer jackscrew assembly did not account for the loss of the acme nut threads as a catastrophic single-point failure mode". An engineering fix developed by engineers of NASA and United Space Alliance promises to make progressive failures easy to see and thus complete failures of a jackscrew less likely.
In , an Alaska Airlines mechanic named John Liotine, who worked in the Alaska Airlines maintenance center in Oakland, California , told the FAA that supervisors were approving records of maintenance that they were not allowed to approve or that indicated work had been completed when, in fact, it had not.
Liotine began working with federal investigators by secretly audio recording his supervisors. On December 22, , federal authorities raided an Alaska Airlines property and seized maintenance records. In August , Alaska Airlines put Liotine on paid leave,  and in , Liotine filed a libel suit against the airline. The crash of AS became a part of the federal investigation against Alaska Airlines because in , Liotine had recommended that the jackscrew and gimbal nut of the accident aircraft be replaced, but had been overruled by another supervisor.
In addition to the probable cause, the NTSB found the following contributing factors: . During the course of the investigation, and later in its final report, the NTSB issued 24 safety recommendations, covering maintenance, regulatory oversight, and aircraft design issues. More than half of these were directly related to jackscrew lubrication and end-play measurement.
Also included was a recommendation that pilots were to be instructed that in the event of a flight control system malfunction they should not attempt corrective procedures beyond those specified in the checklist procedures, and in particular in the event of a horizontal stabilizer trim control system malfunction the primary and alternate trim motors should not be activated, and if unable to correct the problem through the checklists they should land at the nearest suitable airport.
Goglia's statement for the final report, which was concurred with by the other three board members, he wrote:. This is a maintenance accident. Alaska Airlines' maintenance and inspection of its horizontal stabilizer activation system was poorly conceived and woefully executed. The failure was compounded by poor oversight Had any of the managers, mechanics, inspectors, supervisors or FAA overseers whose job it was to protect this mechanism done their job conscientiously, this accident cannot happen NTSB has made several specific maintenance recommendations, some already accomplished, that will, if followed, prevent the recurrence of this particular accident.
But maintenance, poorly done, will find a way to bite somewhere else. After the crash, Alaska Airlines management said that it hoped to handle the aftermath in a manner similar to that conducted by Swissair after the Swissair Flight accident. They wished to avoid the mistakes made by Trans World Airlines in the aftermath of the TWA Flight accident; in other words, to provide timely information and compassion to the families of the victims.
The victims' families approved the construction of a memorial sundial , designed by Santa Barbara artist James "Bud" Bottoms, which was placed at Port Hueneme on the California coast. The names of each of the victims are engraved on individual bronze plates mounted on the perimeter of the dial.
This is the only time the award has ever been given posthumously. Both McDonnell Douglas and Alaska Airlines eventually accepted liability for the crash, and all but one of the lawsuits brought by surviving family members were settled out of court before going to trial.
Steve Miletich of The Seattle Times wrote that the western portion of Washington State "had never before experienced such a loss from a plane crash".
As part of a memorial vigil in , a column of light was beamed from the top of the Space Needle. The park's playground was named "Rachel's Playground" in memory of six-year-old Rachel Pearson, who was on board the MD  and who was often seen playing at the park.
Two victims were falsely named in paternity suits as the fathers of children in Guatemala in an attempt to gain insurance and settlement money. Subsequent DNA testing proved these claims to be false. The crash has appeared in various advance fee fraud "" email scams , in which a scammer uses the name of someone who died in the crash to lure unsuspecting victims into sending money to the scammer by claiming the crash victim left huge amounts of unclaimed funds in a foreign bank account.
From Wikipedia, the free encyclopedia. Aviation accident over the Pacific Ocean in Play media. Puerto Vallarta.