Plane Down in Hudson River - NYC
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Superb landing!
CNN just had an interview with an NTSB director who stated pilot reported birdstrikes 40 seconds into flight and then a call of both engines out to ATC at an unstated time later. I can't wait to see the transcript of CVR. A sincere formal bow to the entire crew and the maritime folks for instant response. One FA reported to have broken leg. Correction, lacerated leg.
Last edited by etesting2000; 16th Jan 2009 at 00:31. Reason: Correction
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Unless I am very wrong (and it is getting late) that Reuters photo confirms that the Port engine is missing.
I believe that the engine and pylon is mounted directly under the small fairing that you can see distorted.
I believe that the engine and pylon is mounted directly under the small fairing that you can see distorted.
Last edited by Corsairoz; 16th Jan 2009 at 00:07.
Some Things to Look For
As the aircraft becomes visible are there evidences of visible bird strikes across the width of the aircraft including leading edge devices, inlet cowls, radome, gear bogies etc.
All other multiple engine geese strikes that I'm familiar with also showed aircraft strikes across the frontal surfaces.
Also for the uniqueness of multiple engines involved, previous geese strikes have also involved some birds broken up by impacting the engine inlet cowls before ingestion.
We have heard so far today from passengers about visible fire (engine surge?) evidence from the left engine, has anything been said about the right engine?
All other multiple engine geese strikes that I'm familiar with also showed aircraft strikes across the frontal surfaces.
Also for the uniqueness of multiple engines involved, previous geese strikes have also involved some birds broken up by impacting the engine inlet cowls before ingestion.
We have heard so far today from passengers about visible fire (engine surge?) evidence from the left engine, has anything been said about the right engine?
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This is a rough transcript of New York Fire Department communication for the early part of this accident, with annotations for those unfamiliar with FDNY vernacular.
1527hrs (appox.)- US Airways Airbus 320 struck birds just south of Fordham and Van Nest sections of the Bronx. [Editorial intro by the transcriber]
1529hrs- Bronx receiving numerous calls for an explosion from a commercial aircraft over the borough.
1530hrs- Bronx transmitted (2) boxes for an explosion from an aircraft. Bronx CO advising B/C's that Queens CO is in constant contact with Airport Tower and are monitoring the aircraft which is attempting to conduct an emergency landing. [CO is communications; B/C is battalion chief; box is a fire department response, which typically might be seven or eight engines (appliances). ]
1531hrs- Numerous reports to the USCG over Marine Ch. 16 of an aircraft down in the Hudson River north of the Intrepid, west of mid-river. NY Water Taxi's nearby and responding.
1532hrs- Manhattan transmitting box for a plane down in the Hudson River W. 50th st. X Hudson River.
1532hrs- R-1 urgent for plane down in the river. Marine 1 also transmitting Urgent for aircraft down and transmitting 10-60 Major Emergency. (2) NY Water Taxi ferries already on scene and removing victims. [R-1 is Rescue Squad 1]
1535hrs- Transmitting 10-60/2nd Alarm. PD and FD units commandeering vessels, including the Circle Line and responding to the aircraft. [2nd Alarm would be an additional 6 or 7 engines above those assigned on the initial alarm (box).]
1540hrs- NYPD Harbor, USCG, FDNY Marine 1A arriving. Units rpt numerous passengers 'standing on the wings.'
1529hrs- Bronx receiving numerous calls for an explosion from a commercial aircraft over the borough.
1530hrs- Bronx transmitted (2) boxes for an explosion from an aircraft. Bronx CO advising B/C's that Queens CO is in constant contact with Airport Tower and are monitoring the aircraft which is attempting to conduct an emergency landing. [CO is communications; B/C is battalion chief; box is a fire department response, which typically might be seven or eight engines (appliances). ]
1531hrs- Numerous reports to the USCG over Marine Ch. 16 of an aircraft down in the Hudson River north of the Intrepid, west of mid-river. NY Water Taxi's nearby and responding.
1532hrs- Manhattan transmitting box for a plane down in the Hudson River W. 50th st. X Hudson River.
1532hrs- R-1 urgent for plane down in the river. Marine 1 also transmitting Urgent for aircraft down and transmitting 10-60 Major Emergency. (2) NY Water Taxi ferries already on scene and removing victims. [R-1 is Rescue Squad 1]
1535hrs- Transmitting 10-60/2nd Alarm. PD and FD units commandeering vessels, including the Circle Line and responding to the aircraft. [2nd Alarm would be an additional 6 or 7 engines above those assigned on the initial alarm (box).]
1540hrs- NYPD Harbor, USCG, FDNY Marine 1A arriving. Units rpt numerous passengers 'standing on the wings.'
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Another report regarding the final moments of the captain: He was the last to leave the a/c, wading through hip high water throughout the cabin to make sure there were no other passengers, before he evacuated. The image of those last few moments for him leaves me with incredible awe and respect. The adrenaline and the presence of mind to stay calm are opposing reactions and he accomplished both.
While that may be in the SOP's, one never knows the character of a person until that person is tested. I'd say this man has surpassed anything any passenger could hope to encounter in their captain.
Well done, US 1549! You've instilled further confidence in my opinion of US air carriers.
While that may be in the SOP's, one never knows the character of a person until that person is tested. I'd say this man has surpassed anything any passenger could hope to encounter in their captain.
Well done, US 1549! You've instilled further confidence in my opinion of US air carriers.
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"Does anyone else besides me consider that maybe this crew screwed up? Maybe they actually shut down the good engine during a severe damage engine shutdown while attempting to return to the airport."
Hopefully the aircraft can be removed from the water before it is too badly damaged by the action of the current and tide, in it's current location it is likely to have high loads inflicted on it.
There maybe lessons to be learnt about ditching from this airframe. For example I'd be interested in the manner of the engines separation from the pylons. I'd imagine there will be a fishing trip for the engines in the next few days if they have indeed separated from the wings.
I'd also be interested in how much (if any) damage the rescue boats did to the wings and if that caused the aircraft to sink faster than perhaps it would have, possibly due to rupturing fuel tanks. Would be good to update the understanding of possible floating times in ditched aircraft and the effect of fuel tank air/fuel levels on aircraft buoyancy. Don't get me wrong I think the boat crews did a great job and almost certainly prevented more serious injuries due to exposure to the very cold water.
There maybe lessons to be learnt about ditching from this airframe. For example I'd be interested in the manner of the engines separation from the pylons. I'd imagine there will be a fishing trip for the engines in the next few days if they have indeed separated from the wings.
I'd also be interested in how much (if any) damage the rescue boats did to the wings and if that caused the aircraft to sink faster than perhaps it would have, possibly due to rupturing fuel tanks. Would be good to update the understanding of possible floating times in ditched aircraft and the effect of fuel tank air/fuel levels on aircraft buoyancy. Don't get me wrong I think the boat crews did a great job and almost certainly prevented more serious injuries due to exposure to the very cold water.
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As an A320 pilot myself, it's reassuring to see the airframe in one piece after a ditching.
Interesting to see the hits on Google for "Chesley Sullenberger" rising by the minute. Well, mildly interesting anway...
Interesting to see the hits on Google for "Chesley Sullenberger" rising by the minute. Well, mildly interesting anway...
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Birdstrikes
It sounds like from what I've been reading that birdstrikes (plural) are likely to be catastrophic for an aircraft, especially if there are say birdstrikes into all engines.
If that's the case, how common are birdstrikes (plural)? I'm trying to pre-empt what may come out of the investigation, in terms of preventing (or reducing the likelihhod) of this happening again. That is, if there is anything that can be done.
If that's the case, how common are birdstrikes (plural)? I'm trying to pre-empt what may come out of the investigation, in terms of preventing (or reducing the likelihhod) of this happening again. That is, if there is anything that can be done.
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Its not common, thank goodness.
A Qantas 747 lost two engines just after takeoff in 1973 from Sydney airport after flying into a flock of seagulls. That aircraft was saved by a superior piece of airmanship as well.
Well done to this USAir Crew, both to the pilots and cabin crew.
A Qantas 747 lost two engines just after takeoff in 1973 from Sydney airport after flying into a flock of seagulls. That aircraft was saved by a superior piece of airmanship as well.
Well done to this USAir Crew, both to the pilots and cabin crew.
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OK...enough slapping on the BACK
Yes, the pilots and FA's did a great job of ditching and evacuating the plane. Sully's reputation is a fine one by any standards.
NOW, let's wake up to reality.
AS a profession, we learned some things about ditching.
AND as a wake up call, the whole BIRD thing must be revisited. I recall a dual engine failue( due to rain)of a CFM56 engined plane, a TACA 737-300, that made a good landing on a levee a number of years ago.
All the BIRD protection groups better figure something out, because the good people of New York will not give up an airport for the birds.
I call upon ATC to review their RAW radar tapes to see if a large flock of birds was visible on RAWRADAR (non secondary). AND IF IT WAS, we must keep a watch/warning network for the already overburdened ATC system.
Please note that the pictures seem to show the planes flaps/slats in the takeoff configuration or nearly so.
I hope the CFM56 engines are retested for bird strikes after this ditching.
AND BE DARN GLAD the birds didn't get through the windshield incapacitating the pilots...
NOW, let's wake up to reality.
AS a profession, we learned some things about ditching.
AND as a wake up call, the whole BIRD thing must be revisited. I recall a dual engine failue( due to rain)of a CFM56 engined plane, a TACA 737-300, that made a good landing on a levee a number of years ago.
All the BIRD protection groups better figure something out, because the good people of New York will not give up an airport for the birds.
I call upon ATC to review their RAW radar tapes to see if a large flock of birds was visible on RAWRADAR (non secondary). AND IF IT WAS, we must keep a watch/warning network for the already overburdened ATC system.
Please note that the pictures seem to show the planes flaps/slats in the takeoff configuration or nearly so.
I hope the CFM56 engines are retested for bird strikes after this ditching.
AND BE DARN GLAD the birds didn't get through the windshield incapacitating the pilots...
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Obviously kudos to the Captain and the crew for an outstanding job of flying this in successfully and making sure everyone was safely out. But I think another big huzzaa should go to the ferry captains who where the first on site, and got so many people off. I doubt that they are trained for this kind of rescue, and a lot of improvising had to happen. Still, they got many people out of the water and/or off the wings in a very short period. There are several videos showing one boat at the aircraft and two more on the way. Very well done for people who just did the right thing.
Patrick
Patrick
Why so few vests?
Studying the still pictures it appears that the majority of passengers were not wearing life vests and the over wing chute is nowhere to be seen.
Will be interesting to understand why most passengers did not don life vests, given the time between the turn to the river and the impact.
In any emergency near water perhaps it should become part of emergency procedure to don life vests especially so in cold climates?
I know it costs money to check and repack the vests once they have been donned, are there other reasons for passengers as a precaution not to don vests?
Mickjoebill
Will be interesting to understand why most passengers did not don life vests, given the time between the turn to the river and the impact.
In any emergency near water perhaps it should become part of emergency procedure to don life vests especially so in cold climates?
I know it costs money to check and repack the vests once they have been donned, are there other reasons for passengers as a precaution not to don vests?
Mickjoebill
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Mickjoebill, I'll speculate for you.
How many dumb knowitall SLF, who don't bother to listen to cabin crew or read the safety instruction cards, inflated their vests inside the aircraft? Couldn't get out the exits and had to remove the vest? More than a few I'd bet.
Pure speculation of course
How many dumb knowitall SLF, who don't bother to listen to cabin crew or read the safety instruction cards, inflated their vests inside the aircraft? Couldn't get out the exits and had to remove the vest? More than a few I'd bet.
Pure speculation of course
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injuries
Roosevelt Hospital, 11 patients treated, 10 released, last stable and declined publication of injury. St. XXX treated 9 and released 7, last two undisclosed but stable.