History of Alaska Airlines Flight 261 in Timeline

Alaska Airlines Flight 261, a McDonnell Douglas MD-83, crashed into the Pacific Ocean on January 31, 2000, killing all 88 people onboard. The flight, en route from Puerto Vallarta to Seattle with a stop in San Francisco, experienced a catastrophic loss of pitch control while attempting to divert to Los Angeles. The crash occurred roughly 2.7 miles north of Anacapa Island, California. The incident remains a significant aviation disaster.

1981: Captain Thompson Joins Alaska Airlines

In 1981, Captain Ted Thompson joined Alaska Airlines. He had accrued 17,750 flight hours, with over 4,000 hours of experience flying MD-80s, and had no prior accidents or incidents.

1984: First Officer Tansky Joins Alaska Airlines

In 1984, First Officer William "Bill" Tansky joined Alaska Airlines. He had accumulated 8,060 hours as first officer on the MD-80 and had no prior accidents or incidents.

1985: Progressive Increase in Maintenance Intervals Begins

Starting in 1985, Alaska Airlines, with FAA approval, progressively increased the period between jackscrew lubrication and end-play checks. Each missed or inadequately performed check represented a lost opportunity to address lubrication or detect wear.

1992: Delivery of the Aircraft

In 1992, the McDonnell Douglas MD-83 aircraft, registered as N963AS, was delivered. The aircraft had logged 26,584 flight hours and 14,315 cycles at the time of the accident.

1996: Extension of Lubrication Intervals

In 1996, an FAA inspector testified that Alaska Airlines submitted documentation from McDonnell Douglas as justification for an extension of lubrication intervals.

September 1997: Inaccurate End-Play Check Due to Nonstandard Tools

In September 1997, an end-play check on the accident aircraft failed to uncover excessive wear on the jackscrew assembly because Alaska Airlines used nonstandard tools (restraining fixtures). Testing showed these tools resulted in inaccurate measurements, which, if accurate, could have indicated the need to replace the affected components.

1997: Boeing Acquires McDonnell Douglas

In 1997, Boeing acquired McDonnell Douglas through a merger.

1997: Liotine's Recommendation Overruled

In 1997, John Liotine recommended that the jackscrew and gimbal nut of the accident aircraft be replaced, but was overruled by another supervisor.

December 22, 1998: Federal Authorities Raid Alaska Airlines

On December 22, 1998, federal authorities raided an Alaska Airlines property and seized maintenance records following allegations from mechanic John Liotine about supervisors approving incomplete or unapproved maintenance records.

August 1999: Liotine Placed on Paid Leave

In August 1999, Alaska Airlines placed mechanic John Liotine on paid leave after he reported maintenance record falsifications.

September 1999: Inadequate Lubrication of the Jackscrew Assembly

In September 1999, the jackscrew assembly of Alaska Airlines Flight 261 received inadequate lubrication during scheduled maintenance at SFO. The NTSB determined the task was not properly performed, with the mechanic spending approximately one hour on a task the manufacturer estimated should take four. Laboratory tests also indicated that the wear could not have accumulated in just the four months between the September 1999 maintenance and the accident flight.

January 31, 2000: Crash of Alaska Airlines Flight 261

On January 31, 2000, Alaska Airlines Flight 261, flying from Puerto Vallarta to Seattle with a stop in San Francisco, crashed into the Pacific Ocean near Anacapa Island, California, due to a loss of pitch control while attempting to divert to Los Angeles International Airport, resulting in the death of all 88 people on board.

April 2000: NTSB Special Inspection Reveals Deficiencies

In April 2000, a special inspection by the NTSB uncovered widespread, significant deficiencies at Alaska Airlines that the FAA should have identified earlier, concluding that FAA surveillance of Alaska Airlines had been deficient for several years.

2000: Liotine Files Libel Suit Against Alaska Airlines

In 2000, John Liotine filed a libel suit against Alaska Airlines after being placed on paid leave.

2000: Memorial Vigil in Seattle

In 2000, as part of a memorial vigil in Seattle, a column of light was beamed from the top of the Space Needle to honor those affected by the disaster. Students and faculty at the John Hay Elementary School in Queen Anne, Seattle, also held a memorial for four students who were killed in the crash.

April 2001: John Hay Elementary Dedicates Memorial Garden

In April 2001, John Hay Elementary dedicated the "John Hay Pathway Garden" as a permanent memorial to the students and their families who were killed on Flight 261.

July 2001: FAA Panel Determines Alaska Airlines Corrected Deficiencies

In July 2001, an FAA panel determined that Alaska Airlines had corrected previously identified deficiencies. However, the NTSB questioned the depth and effectiveness of Alaska Airlines' corrective actions and the overall adequacy of their maintenance program.

December 2001: Federal Prosecutors Decline Criminal Charges and Liotine Settles Libel Suit

In December 2001, federal prosecutors decided not to file criminal charges against Alaska Airlines. Around the same time, Alaska Airlines settled the libel suit with John Liotine by paying about $500,000, leading to Liotine's resignation.

2001: NASA Recognizes Jacksrew Risks

In 2001, the National Aeronautics and Space Administration (NASA) recognized the risk to its hardware (such as the Space Shuttle) that was dependent on the use of similar jackscrews and worked with United Space Alliance to develop an engineering fix.