US Airways Flight 1549 was a scheduled commercial passenger flight from New York City to Charlotte, North Carolina that, on January 15, 2009, was successfully ditched in the Hudson River adjacent to midtown Manhattan six minutes after takeoff from LaGuardia Airport after being disabled by striking a flock of Canada Geese during its initial climb out.
The bird strike, which occurred just northeast of the George Washington Bridge about three minutes into the flight, resulted in an immediate and nearly complete loss of thrust from both engines. When the aircrew of the Airbus 320 determined that they would be unable to safely reach any airfield from the site of the bird strike, they turned it southbound and glided over the Hudson, finally ditching the airliner near the USS Intrepid museum about three minutes after losing power. All 155 occupants safely evacuated the airliner, which was still virtually intact though partially submerged and slowly sinking, and were quickly rescued by nearby watercraft.
The entire crew of Flight 1549 was later awarded the Master's Medal of the Guild of Air Pilots and Air Navigators. The award citation read, "This emergency ditching and evacuation, with the loss of no lives, is a heroic and unique aviation achievement." It has been described as "the most successful ditching in aviation history."
On January 15, 2009, the flight was cleared for takeoff from Runway 4 at LaGuardia at 3:24:56 p.m. EST (20:24:56 UTC). The crew made their first report after becoming airborne at 3:25:51 as being at 700 feet and climbing. There were 150 passengers and five crew members, including the captain, first officer, and three flight attendants, on board.
The captain was Chesley "Sully" Sullenberger, 57, a former fighter pilot who had been an airline pilot since leaving the Air Force in 1980. He is also a safety expert and a glider pilot. The first officer was Jeffrey B. Skiles, 49, who was on the last leg of his first assignment in the Airbus A320 since passing the training course to fly the type. The flight attendants were Donna Dent, Doreen Welsh, and Sheila Dail.
First Officer Skiles was at the controls of the flight when it took off to the northeast from Runway 4 at 3:25 p.m., and was the first to notice a formation of birds approaching the aircraft about two minutes later, while passing through an altitude of about 3,200 feet (980 m) on the initial climb out to 15,000 feet. The aircraft collided with the birds at 3:27:01. The windscreen quickly turned dark brown and several loud thuds were heard. Both engines ingested birds and immediately lost almost all thrust. Capt. Sullenberger took the controls, while Skiles began going through the three-page emergency procedures checklist in an attempt to restart the engines.
At 3:27:36, using the call sign "Cactus 1539" , the flight radioed air traffic controllers at New York Terminal Radar Approach Control (TRACON)"Hit birds. We've lost thrust on both engines. We're turning back towards LaGuardia." Passengers and cabin crew later reported hearing "very loud bangs" in both engines and seeing flaming exhaust, then silence from the engines and smelling the odor of unburned fuel in the cabin. Responding to the captain's report of a bird strike, controller Patrick Harten gave the flight a heading to return to LaGuardia and told him that he could land to the southeast on Runway 13. Sullenberger responded that he was unable.
Sullenberger asked if they could attempt an emergency landing in New Jersey, mentioning Teterboro Airport in Bergen County as a possibility; air traffic controllers quickly contacted Teterboro and gained permission for a landing on runway 1. However, Sullenberger told controllers that "We can't do it", and that "We're gonna be in the Hudson", making clear his intention to bring the plane down on the Hudson River due to a lack of altitude. Air traffic control at LaGuardia reported seeing the aircraft pass less than 900 feet (270 m) above the George Washington Bridge. About 90 seconds before touchdown, the captain announced, "Brace for impact", and the flight attendants instructed the passengers how to do so.
The plane ended its six-minute flight at 3:31 pm with an unpowered ditching while heading south at about 150 miles per hour (130 kn; 240 km/h) in the middle of the North River section of the Hudson River roughly abeam 50th Street (near the Intrepid Sea-Air-Space Museum) in Manhattan and Port Imperial in Weehawken, New Jersey. Sullenberger said in an interview on CBS television that his training prompted him to choose a ditching location near operating boats so as to maximize the chance of rescue. The location was near three boat terminals: two used by ferry operator NY Waterway on either side of the Hudson River and a third used by tour boat operator Circle Line Sightseeing Cruises. After coming to a stop in the river, the plane began drifting southward with the current.
Immediately after the A320 had been ditched in mid-river, the aircrew began evacuating the 150 passengers, both on to the wings through the four mid-cabin emergency window exits and into an inflated slide deployed from the front right passenger door (the front left slide failed to operate as intended), while the partially submerged and slowly sinking airliner drifted down the river with the current. Two flight attendants were in the front, one in the rear. Each flight attendant in the front opened a door, which was also armed to activate a slide, although the port side slide did not immediately deploy. One rear door was opened by a panicked passenger, causing the aircraft to fill more quickly with water. The flight attendant in the rear who attempted to reseal the rear door was not successful in doing so, she told CBS News. It was later revealed that the impact with the water had ripped open a hole in the underside of the airplane and twisted the fuselage, causing cargo doors to pop open and filling the plane with water from the rear. The flight attendant urged passengers to move forward by climbing over seats to escape the rising water within the cabin. One passenger was in a wheelchair.
Having twice walked the length of the cabin to confirm that no one remained inside after the plane had been evacuated, the captain was the last person to leave the aircraft. Evacuees, some wearing life-vests, waited for rescue on the partly submerged slides, knee-deep in icy river water. Others stood on the wings or, fearing an explosion, swam away from the plane. Air temperature at the time was about 20 °F (-7 °C), and the water was 36 °F (2 °C).
There were five serious injuries, one of which was a deep laceration in flight attendant Doreen Welsh's leg. In total, 78 people were treated, mostly for minor injuries and hypothermia.
|Date:||January 15, 2009|
|Time:||15:30 Eastern Standard Time|
|Aircraft:||Airbus Industrie A320-214, reg. N106US|
|Operator:||US Airways, Flight 1549|
Transcript of an Allied Signal/Honeywell model SSCVR cockpit voice recorder (CVR / Black Box), s/n 2878, installed on an Airbus Industrie A320-214, registration N106US.
ATIS Radio transmission from the Automated Terminal Information System
RDO Radio transmission from accident aircraft, US Airways 1549
CAM Cockpit area microphone voice or sound source
PA Voice or sound heard on the public address system channel
HOT Hot microphone voice or sound source1
INTR Interphone communication to or from ground crew
For RDO, CAM, PA, HOT and INTR comments:
-1 Voice identified as the Captain
-2 Voice identified as the First Officer
-3 Voice identified as cabin crewmember
-4 Voice identified as groundcrew
-? Voice unidentified
FWC Automated callout or sound from the Flight Warning Computer
TCAS Automated callout or sound from the Traffic Collision Avoidance System
PWS Automated callout or sound from the Predictive Windshear System
GPWS Automated callout or sound from the Ground Proximity Warning System
EGPWS Automated callout or sound from the Enhanced Ground Proximity Warning system
RMP Radio transmission from ramp control at LaGuardia
GND Radio transmission from ground control at LaGuardia
CLC Radio transmission from clearance delivery at LaGuardia
TWR Radio transmission from the Air Traffic Control Tower at LaGuardia
DEP Radio transmission from LaGuardia departure control
4718 Radio transmission from another airplane (Eagle flight 4718)
CH CVR Channel identifier 1=Captain 2= First Officer 3= PA 4= Cockpit Area Microphone
* Unintelligible word
@ Non-Pertinent word
& Third party personal name (see note 5 below)
-, - - - Break in continuity or interruption in comment
( ) Questionable insertion
[ ] Editorial insertion
15:00:32 [Start of Recording]
15:00:32 [Start of Transcript]
15:00:32 ATIS expressway visual runway three one approach in use. depart runway four, bravo four hold line in use. LaGuardia class bravo services available on frequency one two six point zero five. all pilots read back all hold short instructions and assigned altitudes. advise on initial contact you have information papa... LaGuardia airport information papa. one nine five one zulu. winds
three four zero at one three, visibility one zero. ceiling three thousand five hundred broken.
temperature minus six dewpoint minus one four. altimeter three zero two three. remarks A O two
sea level pressure two three four. [ATIS repeats on ch2 until time 15:02:44.]
15:02:19 CAM-1 yes, thank you.
15:02:21 CAM-1 so we should have two open seats (cause) the jumpseaters are gonna sit in the back.
15:02:25 CAM-? thank you.
15:02:26 CAM-1 all right anytime.
15:02:27 CAM-? cool you bet.
15:02:30 CAM-? ok.
15:02:35 HOT-2 the seats uh-
15:02:37 HOT-1 there you go.
15:02:45 CAM-? do you mind if I keep my bag(s) up here?
15:02:47 CAM-1 no not at all.
15:02:48 CAM-? thank you so much.
15:02:51 PA-1 a quick hello from the cockpit crew, this is fifteen forty nine bound for Charlotte. its a nice day for flying, be at thirty eight thousand feet mostly smooth about an hour and forty five minutes takeoff to landing, welcome aboard.
15:03:12 CAM-2 quite a difference in the flight time pretty incredible, huh? fifty six minutes.
15:03:15 HOT-1 well we had a hundred and sixty knots of wind all the way up here. its a average headwind on this lists minus one ten.
15:03:34 HOT-1 all right.
15:03:34 PA-3 if everyone would please take their seats.
15:03:39 HOT-1 * *.
15:03:40 INTR-4 hello cockpit ground's ready.
15:03:42 INTR-1 we'll give them a call.
15:03:42 RDO-2 (ground) fifteen forty nine like to push at uh gate twenty one.
15:03:47 RMP Cactus (fifteen) forty nine....gate twenty one, spot twenty eight, ground * for your taxi.
15:03:55 RDO-2 ok uh. that's uh * what's wrong here. [may be multiple mic keys]
15:03:57 HOT-1 ok... clear to push?
15:04:00 HOT-2 yeah.
15:04:01 INTR-4 yes sir, you say you are clear to push?
15:04:02 INTR-1 clear to push, spot twenty eight, brakes released.
15:04:03 RDO-2 and that's uh spot twenty eight for Cactus uh nine- er fifteen forty nine, excuse me and over to ground twenty one seven.
15:04:05 INTR-4 twenty eight, brakes released.
15:04:09 RMP affirmative.
15:04:09 CAM-? seated and stowed.
15:04:11 HOT-1 thank you, all set.
15:04:13 CAM [sound similar to cockpit door closing]
15:04:20 HOT-1 ok. that # door again.
15:04:23 HOT-2 what's wrong?
15:04:24 HOT-1 this-
15:04:25 HOT-2 oh.
15:04:25 CAM-1 (you) have to slam it pretty hard.
15:04:29 CAM [sound similar to cockpit door closing]
15:04:52 HOT-1 got the newest Charlotte.
15:05:04 PA-3 ladies and gentlemen all electronic devices have to be turned off at this time, anything with an on off button must be in the off position.
15:05:07 HOT-1 yeah too bad they aren't still using three one... for takeoff.
15:05:10 HOT-2 yeah.
15:05:11 HOT-1 I was hoping we could land on four and takeoff on three one, but it didn't quite work out that way.
15:05:22 HOT-2 well we can make an attempt to beat Northwest here anyways.
15:05:25 HOT-1 what's that?
15:05:26 HOT-2 so we can make an attempt to beat Northwest but he's already starting isn't he.
15:05:29 HOT-1 yeah. and we have to pull up before we can even start on this.
15:05:32 HOT-2 they start their number two engine first.
15:05:34 PA-3 good afternoon ladies and gentlemen welcome on board US Airways flight fifteen forty nine, with service to Charlotte. please take a moment to listen to this important safety information, in preparation for departure be certain that your seat back is straight up and your tray table is stowed. all carryon items must be secured completely underneath the seat in front of you, or stowed in an overhead compartment. please use caution when placing items in or removing
them from the overhead bins. please ensure that all electronic devices are turned off, some
devices such as cell phones, TVs, radios and any device transmitting a signal may not be
used at anytime during flight. however you may be certain * * use other electronic devices when
advised by your crew. please direct your attention to the flight attendants in the cabin, for everyone's safety regulations require your compliance with all lighted signs, placards, and crewmember instructions. whenever the seatbelt sign is illuminated please make sure that you seatbelt is fastened low and tight around your hips. to fasten insert the metal fitting into the buckle
and tighten by pulling loose end away from you. to release lift the metal flap. during the flight the
Captain may turn off the fasten seatbelt sign, however for safety we recommend that you
keep your seatbelt fastened at all times. please review the safety instruction card in the seatback
pocket in front of you, it explains the safety features of this aircraft as well as the location and operation of the exit and flotation devices. your seat cushion serves as a flotation device, to remove your cushion, (pla)- take it with you to the nearest usable exit, when exiting the-[sound
similar to power interruption 15:07:01] place both arms through the straps and hug it to your
chest. flight attendants are pointing out there are a total of eight exits on this aircraft, two door exits
in front of the aircraft, four window exits over the wings, and two door exits in the rear of the
aircraft. once again, two door exits at the front of the aircraft, four window exits over the wings,
and two door exits in the rear of the aircraft. each door is equipped with an evacuation slide
if directed to exit... the aircraft jump onto the slide and move away from the aircraft. take a
moment to locate the exit nearest you keeping in mind that the closest usable exit may be located
behind you. if there is a loss of electrical power low level lighting will guide you to the exits
indicated by illuminated exit signs. if needed oxygen masks will be released from the overhead,
to start the flow of oxygen, reach up and pull the mask toward you, fully extending the plastic tubing. place the mask over your nose and mouth, place the elastic band over your head. to tighten pull the tab on each side of the mask. the plastic bag does not inflate when oxygen is flowing. secure your mask before assisting others. as a reminder smoking is prohibited in all areas of the aircraft including the lavatories. federal regulations prohibit tampering with disabling or destroying a lavatory smoke detector. on behalf of your entire crew, its our pleasure to have you on board.... thank you for flying US Airways.
15:05:34 HOT-1 that's interesting.
15:05:41 HOT-2 did you always start number one or is that a uh America West thing?
15:05:44 HOT-1 no that's no its been that way ever since I've been on it, for six and a half years anyway.
15:06:09 INTR-1 confirm we're clear to start?
15:06:10 INTR-4 uh, one second.
15:06:13 HOT-1 he told me to wait.
15:06:15 HOT-2 he did?
15:06:16 HOT-1 yeah, this guy was giving the signal but I asked and he said no wait just a second.
15:06:17 HOT-2 yeah.... OK.
15:06:25 INTR-4 kay. clear to start.
15:06:26 INTR-1 clear to start.
15:06:26 HOT-1 start engines.
15:06:44 HOT-2 wonder how the Northwest and Delta pilots are gettin on.
15:06:47 HOT-1 I wonder about that too, I have no idea.
15:07:01 CAM [sound similar to power interruption]
15:07:01 CAM [sound similar to increase in engine noise/frequency]
15:07:04 HOT-1 yeah hopefully better than we and West do.
15:07:11 HOT-2 be hard to do worse.
15:07:13 HOT-1 yeah... well I hadn't heard much about it lately but I can't imagine it'd be any better.
15:07:20 HOT-2 I think that's just cause we're separate..... and there's nothing going on right now.
15:07:25 HOT-1 right.
15:07:28 INTR-4 kay set the parking brake.
15:07:32 INTR-1 parking brake set. disconnect.
15:07:34 INTR-4 brake set, disconnect.
15:08:15 HOT-1 okay wands up, wave off.
15:08:16 HOT-2 wands up.
15:08:17 HOT-1 flaps two, taxi.
15:08:36 RDO-2 ground Cactus uh fifteen forty nine spot twenty eight, taxi please.
15:08:40 GND Cactus fifteen forty nine LaGuardia ground runway four uh, turn left alpha, short of golf, and uh did you call clearance?
15:08:48 RDO-2 (I'm) sorry forgot.
15:08:48 HOT-1 *.
15:08:52 HOT-1 uh thirty five two. so its alpha short of golf is that right?
15:08:56 HOT-2 yup.
15:08:57 HOT-1 yeah I'll start taxiing while you do that.
15:08:58 HOT-2 ok.
15:09:35 RDO-2 Cactus fifteen forty nine is uh over BIGGY seven one three four, and three sixty and up to five thousand.
15:09:44 HOT-1 you put it here.
15:09:46 HOT-2 what was that?... am I on the wrong one?
15:09:53 HOT-1 you switched me off of ground.
15:09:55 HOT-2 oh, sorry.
15:09:57 HOT-? * you wanna be there [heard on CH2]
15:10:04 HOT-1 you were talking on number two but you switched number one.
15:10:07 HOT-2 ok.
15:10:11 RDO-2 I'm sorry I messed up my radio here Cactus fifteen forty nine, seven one three four and we're three sixty up to five thousand.
15:10:40 RDO-2 Cactus-
15:10:41 RDO-2 Cactus fifteen forty nine is uh squawking seven one three four and were uh runway four three sixty and five thousand.
15:10:48 CLC (kay it's) fifteen forty nine LaGuardia clearance read *back correct, ground point seven verify information papa.
15:10:53 RDO-2 we have papa.
15:10:54 RDO-2 we have papa thank you Cactus uh * fifteen forty nine.
15:10:58 CLC ground point seven.
15:11:05 HOT-2 ok.
15:11:06 HOT-1 ok no change.
15:11:08 HOT-2 I don't think my uh MIC switch works all the time here.
15:11:12 HOT-1 your trigger, your trigger?
15:11:12 CAM-2 * * transmit.
15:11:14 CAM-2 what's that?
15:11:15 HOT-1 your trigger on the stick? ... I'll write that up too.
15:11:18 CAM-2 so you don't hear me transmit... you might wanna jump in.
15:11:21 HOT-1 ok.... got it.
15:11:25 RDO-1 and OPS, fifteen forty nine.
15:11:28 HOT-1 I'm calling on number two.
15:11:31 OPS yeah, (sixteen) forty nine go ahead.
15:11:33 RDO-1 yeah fifteen forty nine if you want uh weight and balance uh corrected to total of passenger one forty eight and ACM [additional crew members] two.
15:11:42 OPS ok one forty eight.
15:11:51 RDO-1 yeah for fifteen forty nine passenger count is one four eight, plus ACM two.
15:12:00 RDO-1 so one forty eight, plus two ACM's.
15:12:02 OPS ok. copy that.
15:12:08 HOT-1 all right... I'm still holding short of golf, and they're correcting the passenger count to one forty eight.
15:12:25 GND Cactus fifteen forty nine taxi foxtrot, bravo hold short echo, just gotta hold you there for about three minutes uh for your uh in trail into Charlotte.
15:12:31 RDO-2 foxtrot, bravo, short of echo, Cactus fifteen forty nine.
15:12:35 HOT-1 ok, foxtrot, bravo, hold short of echo... and once we stop then, I'll do the flight control check.
15:12:57 HOT-1 did it uh, did it not uplink?
15:13:01 HOT-2 (well) I figured it was the old one.
15:13:04 HOT-1 what's that?
15:13:06 HOT-2 umm.... ok.
15:13:18 HOT-2 so do you want me to use this one?
15:13:19 HOT-1 oh... oh I see what you're saying, yeah I uh you can wait if you want I just thought we'd have something in there.
15:13:37 HOT-1 yeah we can wait, that's fine.
15:13:38 HOT-2 go with this one? ok.
15:13:40 HOT-1 cause we're going to be holding here for a minute anyway.... all right foxtrot, bravo, hold short of echo.
15:14:15 HOT-1 where is the uh, the portion of the release the- of the weight and balance part of it that was below what you tore off to put on here... or was there part of it.
15:14:24 HOT-2 there was, I think I threw it away it just had names on it... its right here.
15:14:26 HOT-1 ok thank you. I need this number, yeah I wanted this part... I'm gonna just call this guy directly cause I don't think this OPS guy knows what the # he's doin.
15:15:04 HOT-1 I'm just gonna call our load control agent directly, it's his number right here.
15:15:12 FWC [sound of single chime]
15:15:15 HOT-1 yeah I'm the Captain on fifteen forty nine aircraft one zero six if you'll if you will please correct the passenger count we have a total of one four eight, plus two plus two ACM. [sounds as if this communication is by cellular telephone]
15:15:19 GND Cactus fifteen forty nine follow the Northwest you can monitor tower.
15:15:23 RDO-2 Cactus fifteen forty nine follow Northwest monitor tower, thank you.
15:15:32 HOT-1 that's it... thank you. runway four, thank you, bye. [sounds as if communication is by cellular telephone]
15:15:38 HOT-1 what did I miss?
15:15:40 HOT-2 follow Northwest.
15:15:41 HOT-1 all right here we go.
15:15:49 HOT-1 * I talked to CLP [Central Load Plan] he's gonna send it.
15:15:54 HOT-1 all right, flight control check.
15:15:57 CAM-2 full up........full down.
15:16:01 HOT-2 neutral.
15:16:03 HOT-2 full left.
15:16:06 HOT-2 full right.
15:16:07 HOT-2 neutral.
15:16:09 HOT-2 full left.
15:16:11 HOT-2 full right.
15:16:13 HOT-2 neutral.
15:17:26 HOT-1 I'll go ahead and sit them down.
15:17:30 PA-1 flight attendants please be seated for takeoff.
15:17:33 HOT-2 kay.
15:18:03 HOT-1 okay, taxi check.
15:18:07 HOT-2 * *.
15:18:19 HOT-2 departure briefing, FMS. [Flight Management System]
15:18:21 HOT-1 reviewed runway four.
15:18:22 HOT-2 flaps verify. two planned, two indicated.
15:18:24 HOT-1 two planned, two indicated.
15:18:46 HOT-2 um. takeoff data verify... one forty, one forty five, one forty nine, TOGA. [Takeoff/Go Around]
15:18:53 HOT-1 one forty, one forty five, one forty nine, TOGA.
15:18:56 HOT-2 the uh weight verify, one fifty two point two.
15:19:00 HOT-1 one fifty two point two.
15:19:02 HOT-2 flight controls verify checked.
15:19:03 HOT-1 check.
15:19:04 HOT-2 stab and trim verify, thirty one point one percent... and zero.
15:19:08 HOT-1 thirty one point one percent, zero.
15:19:11 HOT-2 the uh.... engine anti-ice.
15:19:13 HOT-1 is off.
15:19:16 CAM-2 ECAM [Electronic Centralized Aircraft Monitoring] verify takeoff, no blue, status checked.
15:19:19 HOT-1 takeoff, no blue, status checked.
15:19:22 PA-2 ladies and gentlemen at this time we're number one for takeoff, flight attendants please be seated.
15:19:25 HOT-1 * *.
15:19:27 HOT-2 takeoff min fuel quantity verify. nineteen thousand pounds required we got twenty one point eight on board.
15:19:32 HOT-1 nineteen thousand pounds required, twenty one eight on board.
15:19:35 HOT-2 flight attendants notified, engine mode is normal, the taxi checklist is complete sir.
15:19:40 HOT-1 below the line... oh you finished it all * * -
15:19:42 CAM-2 yeah.
15:19:42 HOT-1 -yeah kay thank you. we're good. holding short.
15:20:03 HOT-1 still possible.
15:20:06 CAM-2 oh yeah.
15:20:37 TWR Cactus fifteen forty nine, LaGuardia runway four position and hold. traffic to land three one.
15:20:40 RDO-2 position and hold runway four, Cactus uh fifteen forty nine.
15:20:42 HOT-1 on the hold.
15:20:44 CAM [sound similar to increase then decrease in engine noise/frequency]
15:21:27 HOT-1 your brakes, your aircraft.
15:21:30 HOT-2 my aircraft.
15:21:48 HOT-1 he's gotta *.
15:24:54 TWR Cactus fifteen forty nine runway four clear for takeoff.
15:24:56.7 RDO-1 Cactus fifteen forty nine clear for takeoff.
15:25:06 CAM [sound similar to increase in engine noise/speed]
15:25:09 CAM-2 TOGA.
15:25:10 HOT-1 TOGA set.
15:25:20 HOT-1 eighty.
15:25:21 HOT-2 checked.
15:25:33 HOT-1 V one, rotate.
15:25:38 HOT-1 positive rate.
15:25:39 HOT-2 gear up please.
15:25:39 HOT-1 gear up.
15:25:45 TWR Cactus fifteen forty nine contact New York departure, good day.
15:25:48 RDO-1 good day.
15:25:49 HOT-2 heading select please.
15:25:51.2 RDO-1 Cactus fifteen forty nine, seven hundred, climbing five thousand.
15:26:00 DEP Cactus fifteen forty nine New York departure radar contact, climb and maintain one five thousand.
15:26:02 CAM [sound similar to decrease in engine noise/speed]
15:26:03.9 RDO-1 maintain one five thousand Cactus fifteen forty nine.
15:26:07 HOT-1 fifteen.
15:26:08 HOT-2 fifteen. climb.
15:26:10 HOT-1 climb set.
15:26:16 HOT-2 and flaps one please.
15:26:17 HOT-1 flaps one.
15:26:37 HOT-1 uh what a view of the Hudson today.
15:26:42 HOT-2 yeah.
15:26:52 HOT-2 flaps up please, after takeoff checklist.
15:26:54 HOT-1 flaps up.
15:27:07 HOT-1 after takeoff checklist complete.
15:27:10.4 HOT-1 birds.
15:27:11 HOT-2 whoa.
15:27:11.4 CAM [sound of thump/thud(s) followed by shuddering sound]
15:27:12 HOT-2 oh #.
15:27:13 HOT-1 oh yeah.
15:27:13 CAM [sound similar to decrease in engine noise/frequency begins]
15:27:14 HOT-2 uh oh.
15:27:15 HOT-1 we got one rol- both of 'em rolling back.
15:27:18 CAM [rumbling sound begins and continues until approximately 15:28:08]
15:27:18.5 HOT-1 ignition, start.
15:27:21.3 HOT-1 I'm starting the APU.
15:27:22.4 FWC [sound of single chime]
15:27:23.2 HOT-1 my aircraft.
15:27:24 HOT-2 your aircraft.
15:27:24.4 FWC [sound of single chime]
15:27:25 CAM [sound similar to electrical noise from engine igniters begins]
15:27:26.5 FWC priority left. [auto callout from the FWC. this occurs when the sidestick priority button is activated on the Captain's sidestick]
15:27:26.5 FWC [sound of single chime]
15:27:28 CAM [sound similar to electrical noise from engine igniters ends]
15:27:28 HOT-1 get the QRH... [Quick Reference Handbook] loss of thrust on both engines.
15:27:30 FWC [sound of single chime begins and repeats at approximately 5.7 second intervals until 15:27:59]
15:27:32.9 RDO-1 mayday mayday mayday. uh this is uh Cactus fifteen thirty nine hit birds, we've lost thrust (in/on) both engines we're turning back towards LaGuardia.
15:27:42 DEP ok uh, you need to return to LaGuardia? turn left heading of uh two two zero.
15:27:43 CAM [sound similar to electrical noise from engine igniters begins]
15:27:44 FWC [sound of single chime, between the single chimes at 5.7 second intervals]
15:27:46 RDO-1 two two zero.
15:27:50 HOT-2 if fuel remaining, engine mode selector, ignition.* ignition.
15:27:54 HOT-1 ignition.
15:27:55 HOT-2 thrust levers confirm idle.
15:27:58 HOT-1 idle.
15:28:02 HOT-2 airspeed optimum relight. three hundred knots. we don't have that.
15:28:03 FWC [sound of single chime]
15:28:05 HOT-1 we don't.
15:28:05 DEP Cactus fifteen twenty nine, if we can get it for you do you want to try to land runway one three?
15:28:05 CAM-2 if three nineteen-
15:28:10.6 RDO-1 we're unable. we may end up in the Hudson.
15:28:14 HOT-2 emergency electrical power... emergency generator not online.
15:28:18 CAM [sound similar to electrical noise from engine igniters ends]
15:28:19 HOT-1 (it's/is) online.
15:28:21 HOT-2 ATC notify. squawk seventy seven hundred.
15:28:25 HOT-1 yeah. the left one's coming back up a little bit.
15:28:30 HOT-2 distress message, transmit. we did.
15:28:31 DEP arright Cactus fifteen forty nine its gonna be left traffic for runway three one.
15:28:35 RDO-1 unable.
15:28:36 TCAS traffic traffic.
15:28:36 DEP okay, what do you need to land?
15:28:37 HOT-2 (he wants us) to come in and land on one three...for whatever.
15:28:45 PWS go around. windshear ahead.
15:28:45 HOT-2 FAC [Flight Augmentation Computer] one off, then on.
15:28:46 DEP Cactus fifteen (twenty) nine runway four's available if you wanna make left traffic to runway four.
15:28:49.9 RDO-1 I'm not sure we can make any runway. uh what's over to our right anything in New Jersey maybe Teterboro?
15:28:55 DEP ok yeah, off your right side is Teterboro airport.
15:28:59 TCAS monitor vertical speed.
15:29:00 HOT-2 no relight after thirty seconds, engine master one and two confirm-
15:29:02 DEP you wanna try and go to Teterboro?
15:29:03 RDO-1 yes.
15:29:05 TCAS clear of conflict.
15:29:07 HOT-2 -off.
15:29:07 HOT-1 off.
15:29:10 HOT-2 wait thirty seconds.
15:29:11 PA-1 this is the Captain brace for impact.
15:29:14.9 GPWS one thousand.
15:29:16 HOT-2 engine master two, back on.
15:29:18 HOT-1 back on.
15:29:19 HOT-2 on.
15:29:21 DEP Cactus fifteen twenty nine turn right two eight zero, you can land runway one at Teterboro.
15:29:21 CAM-2 is that all the power you got? * (wanna) number one? or we got power on number one.
15:29:25 RDO-1 we can't do it.
15:29:26 HOT-1 go ahead, try number one.
15:29:27 DEP kay which runway would you like at Teterboro?
15:29:27 FWC [sound of continuous repetitive chime for 9.6 seconds ]
15:29:28 RDO-1 we're gonna be in the Hudson.
15:29:33 DEP I'm sorry say again Cactus?
15:29:36 HOT-2 I put it back on.
15:29:37 FWC [sound of continuous repetitive chime for 37.4 seconds ]
15:29:37 HOT-1 ok put it back on... put it back on.
15:29:37 GPWS too low. terrain.
15:29:41 GPWS too low. terrain.
15:29:43 GPWS too low. terrain.
15:29:44 HOT-2 no relight.
15:29:45.4 HOT-1 ok lets go put the flaps out, put the flaps out.
15:29:45 EGPWS caution. terrain.
15:29:48 EGPWS caution terrain.
15:29:48 HOT-2 flaps out?
15:29:49 EGPWS terrain terrain. pull up. pull up.
15:29:51 DEP Cactus uh....
15:29:53 DEP Cactus fifteen forty nine radar contact is lost you also got Newark airport off your two o'clock in about seven miles.
15:29:55 EGPWS pull up. pull up. pull up. pull up. pull up. pull up.
15:30:01 HOT-2 got flaps out.
15:30:03 HOT-2 two hundred fifty feet in the air.
15:30:04 GPWS too low. terrain.
15:30:06 GPWS too low. gear.
15:30:06 CAM-2 hundred and seventy knots.
15:30:09 CAM-2 got no power on either one? try the other one.
15:30:09 4718 two one zero uh forty seven eighteen. I think he said he's goin in the Hudson.
15:30:11 HOT-1 try the other one.
15:30:13 EGPWS caution terrain.
15:30:14 DEP Cactus fifteen twenty nine uh, you still on?
15:30:15 FWC [sound of continuous repetitive chime begins and continues to end of recording]
15:30:15 EGPWS caution terrain.
15:30:16 HOT-2 hundred and fifty knots.
15:30:17 HOT-2 got flaps two, you want more?
15:30:19 HOT-1 no lets stay at two.
15:30:21 HOT-1 got any ideas?
15:30:22 DEP Cactus fifteen twenty nine if you can uh....you got uh runway uh two nine available at Newark it'll be two o'clock and seven miles.
15:30:23 EGPWS caution terrain.
15:30:23 CAM-2 actually not.
15:30:24 EGPWS terrain terrain. pull up. pull up. ["pull up" repeats until the end of the recording]
15:30:38 HOT-1 we're gonna brace.
15:30:38 HOT-2 * * switch?
15:30:40 HOT-1 yes.
15:30:41.1 GPWS (fifty or thirty)
15:30:42 FWC retard.
15:30:43.7 [End of Recording]
15:30:43.7 [End of Transcript]