How is the airline to blame for conspiring to put some birds in the path of one of its aeroplanes? It was more an 'act of God', and I'm sure that even the most fervant of US lawyers would have difficulty getting success there. Considering their god-fearing society, they might think twice, otherwise they might have a direct hit from the next bolt of Bejamin Franklin. Surely the pax should be donating something to the airline cadet training scheme and thanking their lucky stars to have had more than 4000hrs total time at the sharp end.

You should see the case against the Geese, though.

I'm thinking there are plenty of folks who would pay extra to fly on that particular plane.

IIRC, there was a case where various parts of a plane that went down in the Everglades were recovered and reused, and there were rumors of the recovered parts being haunted. Given the positive results and the hero status of all involved, I think this is a very different situation.

Mayday call
 

If you look at the CVR transcript a mayday call was made if I remember correct;y but was not transmitted, probably secondary to high work load button not pressed.

Does any one have any info about the speed at the time of the impact and what flap setting was used?

Gulfair - FDR airspeed around 120kt IAS; flaps position 2 (about 15 degrees)

It is appropriate that at the reunion ceremony on the one year anniversary, the toasts were made with Grey Goose vodka.

thank you fellows

Nice footage of plane recovery:
 

Surely if there was to be any successful form of litigation in this case it ought to be by either the airline and/or some of the crew and/or passengers on the aircraft against the airport or its owners for failing to adequately address the longstanding bird control issues in the airspace immediately surrounding the airport and in particular on the approach and departure paths to the airport.

If there was any obvious area of clear cut negligence that led to this accident taking place then that was surely it.

I really don't see how either the airline or the aircraft manufacturers can be held to blame in any shape or form for this particular incident.

It's been written-off
 

Sunk in brackish water for days?!? No fixin' that - you'd have to replace, well, everything. It has indeed been officially Written-Off.
(Though it would have looked cool sitting in the old boneyard at MIA with the aging Connies, etc., back-in-the-day...gosh, I'm 'misting').

Great job Skully! Oh, and the most profound lesson he taught the general public, IMHO? - decisiveness in his decision making. Skill, experience, and Command Presence all rolled into one: "We'll be in the Hudson."
Bravo.

Was it merely understandable confusion under such a tremendous amount of pressure that a relight attempt was performed on both engines … By continuously exploiting maximum of the still available thrust, would it have minimized enough the rate of descent for Captain Sullenberger to reconsider his ultimate decision making ?

Want to buy an A320?
AIG Aviation.com - International Information

C2j

The relight checklist on Airbusses is somewhat confusing, it says in the first part that you should try to relight one by one, then both together. The only difference in the checklist is one letter: first they talk about "Engine Master" then "Engine Masters". I had trouble to find the difference myself several times in a simulator.

I guess considering the time available Jeff Skiles had no choice than to try everything he could. I would have done the same.

There wasn't much thrust there anyway. The only thing the engine delivered was electricity and hydraulic pressure.

hth,
Dani

Well, Airbus Vertical Stabilizers are a dime a dozen, but the Fuselage would make a spiff diner here ont'a Interstate. I say give it to Sully for his new classroom.

CONF iture:

Looking at the "corncobbed" HP compressors, I am frankly amazed the engines ran at all. The first-stage blades are amputated at the mid-span shrouds, and virtually every airfoil has some damage.

Sully & Skiles were lucky to have what little they had by way of electrical and hydraulics.

I think the RAT/PTU was probably more helpful:)

Ok so now the aircraft is for auction but what would a company do with it? The cost of repairs could be more than the cost of a used A320 right?

Was there ENG FAIL ecam warnings or there was just a loss of thrust?

Anyway, it's clear that not every specific case and its many ramifications is covered in the FCOMs. Pilots are still needed!