The FAA published an NPRM making the ultrasound inspection mandatory on Boeing 747-451, 451D, 451F aircraft. The crew turned the Boeing 747-451 around and landed safely in Anchorage, Alaska. Despite being in the communications dead zone, Northwest 85 contacted Northwest Airlines 19, who relayed the mayday message to Anchorage. Northwest Airlines Flight 85 was a flight from Detroit Metropolitan Wayne County Airport to Narita International Airport that experienced a rudder hardover event on October 9, 2002 when the flight was in proximity to Anchorage, Alaska. World Aviation Wiki is a FANDOM Lifestyle Community.Take your favorite fandoms with you and never miss a beat. The investigations found a fatigue crack in the power control module. It was also theorised the Boeing 747-451's testing may have been too much for the aircraft to handle.
"A non-destructive inspection process for the module was developed.
The Boeing 747-451 abruptly and unexpectedly banked 30-40 degrees to the left.
The NTSB (National Transportation Safety Board) as well as Boeing launched investigations into the incident. The pilots contacted Northwest Airlines at Minneapolis St Paul area, but no solution for the bank came out. On February 24, 2009, the aircraft involved in the incident, along with other 747-400s in the Northwest Airlines fleet, joined the Delta Air Lines fleet as part of a …
The bulletin, dated July 24, 2003, recommended that Boeing 747 operators conduct ultrasonic inspections of pertinent high-time lower and upper rudder power control modules. A rudder hardover is when the aircraft's rudder deflects to its travel limit without crew input. The Boeing 747-451 involved was registered as N661US and was built by The Boeing 747-451 departed Detroit Metropolitan Wayne County Airport at 14:30 EDT. The Wayne County Airport runway collision involved the collision of two Northwest Airlines planes at Detroit Metropolitan Wayne County Airport on December 3, 1990. N661US was a Boeing 747-451 tester aircraft, but was given to Northwest Airlines. In January 2004 the Air Line Pilots Association awarded the “Superior Airmanship Award” to the crew of Northwest 85. At the time of the incident, Jr Captain Frank Geib and F/O Mike Fagan had taken control of the aircraft. Northwest Airlines Flight 85 was a flight from Detroit Metropolitan Wayne County Airport to Narita International Airport that experienced a rudder hardover event on October 9, 2002 when the flight was in proximity to Anchorage, Alaska.
In January 2004, the Airline Pilot Association awarded the "Superior Airmanship Award" to Northwest 85 crew. The pilots used asymmetric engine thrust and the upper rudder to guide the aircraft to land at Anchorage, Alaska.
Former Northwest Airlines Capt.
Senior Captain John Hanson and F/O David Smith were on rest break. The end portion of the control module housing had separated from the main portion. On 9 October 2002, the Boeing 747-451 experienced a lower rudder hardover due to metal fatigue. N661US has flown for 3 companies during its 27 year history.
In 2002, the plane tried to kill him and 400 passengers. The incident occurred at 35,000ft (FL350). John Hansen flew the airline's Boeing 747 route from Detroit to Toyko for years. As a result, Boeing issued Alert Service Bulletin 747-27A2397. A rudder hardover is when the aircraft's rudder deflects to its travel limit without crew input. The crack could not be visually found. Geib declared an emergency and began a diversion to Anchorage, Alaska. The lower rudder control module's cast metal housing had broken.
Northwest Airlines Flight 85 was a regularly scheduled international passenger flight between Detroit Metropolitan Wayne County Airport and Narita International Airport.
The aircraft involved was the prototype Boeing 747-400 (Boeing 747-451, c/n 23719, reg N661US) and was built by Boeing for flight testing as N401PW, before subsequently being re-registered as N661US and delivered to The aircraft abruptly went into a 30 to 40 degree left bank.The NTSB found that there was a fatigue crack in the power control module and that it was not possible to visually inspect that type of failure.The NTSB ruled that the probable cause was a "fatigue fracture of the lower rudder power control module manifold, which resulted in a lower rudder hardover. Boeing issued ASB 747-27A2397, dated 24 July 2003. In addition to being a Boeing test aircraft for nearly a year, N661US flew for Northwest Airlines from 1989 until 2009 when Northwest merged with Delta Airlines. Hanson re-entered the cockpit and continued to fly with Fagan. The incident occurred at 21:40 EDT. Geib initially believed one of the left engines had failed. The company recommended Boeing 747 operators conduct ultrasonic inspections of pertinent high-time lower and upper rudder power control modules. Despite being in the communications dead zone, Northwest 85 contacted Northwest Airlines 19, who relayed the mayday message to Anchorage. Hanson re-entered the cockpit and continued to fly with Fagan. A non-destructive inspection process for the module was developed.
The captain of NWA85 reported none of the emergency procedures could correct the issue. As a result, On February 24, 2009, the aircraft involved in the incident, along with the other 747-400s in Northwest Airlines' fleet, joined the
Geib declared an emergency and began a diversion to Anchorage, Alaska.