Today we remember the anniversary 15 of what is consideredó As the “Miracle on the Hudson”, when a Airbus A320 commanded by Capt.án “Sully” was able to descend the aircraft in the Río Hudson sin vífatal accidents after losing power in both engines. Photo author unknown
Surely you remember that dayía, I'm sure you saw the final report and even saw the excellent movieícula starring Tom Hanks, The fact is that the crash of the flight of the missing US Airways must be one of the events más recognized and averageáprinciples of modern aviation historyón.
Was a 15 of January of 2009 when the A320 under the command of the Captainán, más known as “Sully“, achievedó land together with your crewón an Airbus A320 en el frío río Hudson, without any victim to mourn, ahí I insistedó the “Miracle on the Hudson”.
Cactus flight accident 1549 on the hudson
The idea of this publicationón is to review the different events and data that were generated after this accident, so that we remember one of the events máindustry notables, which demonstrates how capable and reliable the means of transportation is.ásafest in the world:
- Date: 15 of January of 2009
- Place: Río Hudson, New Jersey, USA
- Aircraft: Airbus A320-214, foodítank N106US
- Aerolínea: US Airways
- Crewón:
- Capturesán: Chesley B. “Sully” Sullenberger III
- First official: Jeffrey B. Ski lesson
- Crewón: 5
- passengers: 150
Summary
The 15 of January of 2009, the flight 1549 de US Airways, an Airbus A320-214, crashedó in the río Hudson, right next to New York City. The aircraft, that transported 155 people, habíLost both engines after colliding with a flock of Canadian geese.
The captainán Chesley “Sully” Sullenberger, who piloted the aircraft, tomó I decided itón to make a forced landing in the ríO. the grandfatherón impactó gently into the water and stayed afloat for the next few 24 minutes, until all passengers and crewón were evacuated.
The accident was knownó As the “Miracle on the Hudson” and was widely celebrated as an example of heroíSame and professionalism on the part of the crewón.
probable cause
The final report of the United States National Transportation Safety Board (NTSB) determinó that the probable cause of the accident was the collisionón of the aircraft with a flock of Canadian geese. The aircraft's engines shut down due to ingestion of feathers and other animal remains..
The report alsoéI don't knowñaló that the crewón tomó appropriate measures to attempt to restart the engines, but these were not successful.
The final report says:
“Ingestionón of large birds in each engine, what resultedó in a péalmost total loss of thrust in both engines and subsequent sinking in the río Hudson. They contributed to the dayñor fuselage and the consequent lack of availability of use of the rear rafts/gliders and approvalón by the Administrationón Federal Aviationón of the certificationóditching date without determining whether the pilots will be ableíto reach parámeters of landing without engine thrust, the lack of trainingón and orientationón of the crewóindustry flight n over tésoaking techniques, and the resulting difficulty of capitán to maintain its planned speed on approachón final due to saturationón of tasks resulting from the situationóemergency number”
Cronologíto the accident
With data from Aviation-safety.net.
The flight 1549 de US Airways, an Airbus A320-214, experimentó one péalmost total loss of thrust in both engines after colliding with a flock of pájaros. Esto obligeó to an emergency landing in the río Hudson near New York LaGuardia Airport.
the grandfatherón headíto Charlotte Douglas International Airport (CLT) in North Carolina. Takeoffó track 04 from LaGuardia to 3:24 p.m.
Takeoff and start of climb were uneventful.. At 3:25:45 p.m., the local controller of the LaGuardia control tower (ATCT) instruyó to the crewón to contact the Radar Approach Control output controller (TRACON) from the New York Terminal (LGA). The captainán contacted the departure controller at 3:25:51 p.m., indicándole that the avión was at 700 feet and ascending to 5,000 pies. The controller then instructedó to the flight to rise and maintain 15,000 pies, and the captainán confirmó you teach herón.
At 3:27:10 p.m., the captainán said: “Pájaros”. A second laterés, at an altitude of 2,818 feet above ground level, the crewóI didn't listenó knocking and shaking followed by a shaking sound. the grandfatherón habíhas collided with several Canadian geese.
Immediately afterés of the encounter with the birds, fan speeds and núcleo (N1 y N2, respectively) of both engines began to decrease.
At 3:27:14 p.m., the first officer said: “uh oh”, followed by the captainán saying: “we have one… ¡ambos isán retreating!”. Later, the captainán indicó what to turn oníto the APU and tomó control of the aircraftón. At 3:27:28 p.m., the captainán instruyó to the first officer “grab the reference manual ráask (QRH) for péloss of thrust in both engines”, e informó de la situationóemergency n to LGA output controller, saying: “mayday mayday mayday… This is… Cactus fifteen thirty nine chocó with Pájaros, we have lost thrust in both engines, We are heading back towards LaGuardia.”
LGA output driver confirmedó the statementón of the capitalán and then indicatedó to turn left heading 220°.
The first officer beganó to perform the Part 1 from the checklistón A DUAL FAILURE del QRH (checklistóDual Engine Failure No.), saying: “if there is fuel left, engine mode selector, igniteón”, and the captaináI answered nó: “igniteón”. The first officer then said: “push levers confirm idleí”, and the captaináI answered nó: “slow downí”. Some 4 seconds laterés, the first officer said: “speed atérea óoptimal for restarting. three hundred knots. We do not have it”, and the captaináI answered nó: “We do not have it”.
At 3:28:05 p.m., LGA output driver askedó al takesádon't you wantíto try to land on the runway 13 from LGA if available, and the captaináI answered nó: “we can not. We may end up in the Hudson [ríO]”.
The LGA output driver authorizedó on the fly to make a patrón of tráturn left for the track 31, but the captaináI answered nó: “we can not”. The controller then indicatedó that the track 4 of LGA was available, and the captaináI answered nó: “I'm not sure we can come up with any clues. ¿Whaté there is to our right? ¿Something in New Jersey, maybe Teterboro?”. The controller respondedó: “sí, to your right isá Teterboro Airport (TEB)”.
Subsequently, the output controller askedó al takesádon't you wantítrying to go to TEB, and the captaináI answered nó: “sí”. At 3:29:11 p.m., the captainán announcementó over the megaphone systemía (PA): “I am the captainán, prepábrace for impact”. In the meantime, the pilots were working with the checklistón to restart the engines.
At 3:29:21 p.m., LGA output driver instructionsó al takesán that would rotate 280° to the right towards the track 1 from TEB. But the captaináI answered nó: “we can not do it”.
Later, the approach controlleróI asked himó al takesán qué TEB track (Teterboro) to likeía and the captaináI answered nó: “we'll be on the hudson”. When wasó Of course the engines won't startían, the captainán solicitó to the first officer who selects the flaps.
At 15:30:43 the grandfatherón landedó on the surface of the riverío Hudson. Seconds laterés of ditching, the crew membersón and the passengers began the evacuationón of the avión. Subsequently, All occupants were evacuated from the plane.ón and rescued by the lifeguards of the área.
Bailing out
The rescue of passengers and crewón was coordinated by the emergency services of the city of New York. The first rescuers to arrive at the scene of the accident were the city firefighters.
Firefighters used boats to rescue passengers and crew.ón más helicópteros. All occupants of the planeón were evacuated safely.
Conclusions
The flight accident 1549 did not provokeó the death of ningúNo passenger or crew memberón. Nevertheless, the accident causedó andñthe significant ones al avión.
The aircraft was declared as pétotal loss and was withdrawn from service, foundánow in the Aviation Museumón Sullenberger a Charlotte, NC.
The flight accident 1549 It was a remarkable event that demonstratedó the capacity of the pilots to make decisionsáprompt and decisive in emergency situations.
Both the captainán Sullenberger and his crewóThey were praised by their heroísainthood and professionalism. The accident alsoén browseó as a reminder of the importance of aviation safetyón, highlighting in the final report the following:
“Contribuyó to the survival of the accident the decision making of the crew membersóflight and managementón of your crew's resourcesón during the accident sequence; the accidental use of an avión which was equipped for prolonged flight over water, including the availability of front slides/rafts, although it is not requiredíto be equipped with it; the performanceñor crew membersócabin while speeding up evacuationón of the avión; and the proximity of emergency personnel to the accident site and their immediate and appropriate response to the accident”.
