i heard the director of safety was the captain. another management flight.

 

I also heard it was shut down in flight. I think what that previous poster meant was that it was an uncontained management failure.

 

It was a regular line captain.

 

Such a shame when the truth gets in the way of another good story......

 

Speaking of true stories, we had an md in vegas abort on takeoff for a jammed elevator control issue. The airplane in question is in quarantine. Hope the NTSB does a thorough check and the FAA actually does their job. Control surface issue, wouldnt this be classified as an accident? Especially given the history of this sort of problem..

Of course Allegiant management will try to worm out of this by suggesting a union action. Owning responsibility not G4 managements deal for sure.

 

It was a regular line CA in the right seat. The CA was the VP of Safety EG.

 

Depends.
Did this matter involve any of the following:

 

I stand corrected...

 

While not an accident, it IS required to be reported to the NTSB.

Reporting requirements

The NTSB reporting requirements can be found in 49 CFR Part 830, and involve a two-step process, including immediate notification “by the most expeditious means available,” followed up by a written report on Board Form 6120.1/2. This notification process is required in the following circumstances:

(a) An aircraft accident or any of the following listed incidents occur:

(1) Flight control system malfunction or failure;

(2) Inability of any required flight crewmember to perform normal flight duties as a result of injury or illness;

(3) Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes;

(4) In-flight fire; or

(5) Aircraft collide in flight.

(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.

(7) For large multi-engine aircraft (more than 12,500 pounds maximum takeoff weight);

(i) In-flight failure of electrical systems which requires the sustained use of an emergency bus powered by a backup source such as a battery, auxiliary power unit, or air driven generator to retain flight control or essential instruments;

(ii) In-flight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;

(iii) Sustained loss of the power or thrust produced by two or more engines; and

(iv) An evacuation of an aircraft in which an emergency egress system is utilized.

(b) An aircraft is overdue and is believed to have been involved in an accident.

 

Maybe the "history" you refer to is Alaska 261 if so that was the hor. stabilizer jackscrew not the elevator.