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I just finish watching on tv a program about Alaska's 261 accident.Im not sure what is fact or fiction but i have a hard time to imagine that so much criminal negligence went unchecked by the FAA and the only action taken after 80 people die was to suspend 2 supervisors for forging maintenance logs//////////// and some$ fines to the company.This accident hapened one full year after an investigation had been started, however nothing was done to prevented it.An ALASKA's mechanic had blown the weastle 2 yrs before [ for his heroics he lost his career]
Anybody knows more about this?
Probably a few more discussions during recurrent that if we have a controllability or flap/slat problem just get it on the ground and don't mess with it.

The "DC" in "DC-9(MD-80,etc)" is lovingly referred to as "Direct Cable" because where most other manufacturers have hydraulic lines or electrical wires to send commands to the various control surfaces and aircraft components, McDonnel-Douglas used a basic cable.

So if something seems jammed, chances are it is and there's nothing you can much do about it besides land the jet and call maintenance.

For example, in the 737 if you'd like to open the fuel valve, you flip a switch which excites solenoids and opens valves, etc. In the DC-9/MD80/90, etc, you pull up on a rod and slide it back to the detent which moves a wheel and pulley system that is connected to a control cable that physically opens up a valve.

But then the true value of a system like that is if an DC-9/MD-80 loses all hydraulic pressure, besides having to crank the gear down, the aircraft flies 100% the same for the most part.
Tnx Doug for the info,261's case was an inoperative jackscrew that jammed the elevator in a nose down position.
The thread was completely worn down for lack of lubrication-maintenance.Acording to the program ALASKA EXTENDED SCHEDULE MAINT. BY 400 % and override the mechanic's order to replace it////////////