US Airways recalling furloughees, possibly hiring new crew for 2011

by B. N. Sullivan

US Airways has announced plans to add 500 crew members to its active work force in 2011.  The carrier will expand its flight attendant work group by 420, and will add 80 pilots to its ranks.

The expansion will begin with the recall of furloughees.  If the positions are not filled by those currently on furlough, US Airways plans to recruit new crew members.

Following the recall, US Airways expects to have no more flight attendants on furlough.  Up to 100 pilots may remain on furlough.

In a statement to the press, US Airways President Scott Kirby said, "This is great news for our workforce and the communities we serve.  We look forward to welcoming our colleagues back to US Airways, and bringing new crew members onto the team."

US Airways plans to have both the new hires and those who are recalled flying the line by July of 2011.

[Photo Source]

NTSB final report on US Airways Flight 1549 Hudson River accident

The US National Transportation Safety Board (NTSB) has released its final report on the now-famous ditching of a US Airways Airbus A320 in the Hudson River on January 15, 2009.  Readers will recall that US Airways Flight 1549 lost power in both engines due to a multiple bird strike while climbing out from New York's La Guardia Airport.  All 155 crew and passengers on board survived.

If you are interested in having a look at the final report, here is the link: NTSB Report AAR10-03.  Warning: this is a hefty document in the form of a 213 page 'pdf' file, so it may take quite awhile to download.

RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

Near midair collision between US Airways A319 and Cargolux B747 at Anchorage

by B. N. Sullivan

The U.S. National Transportation Safety Board (NTSB) announced today that it has begun an investigation into a near midair collision between a commercial airliner and a widebody cargo plane at Anchorage a week ago. The incident involved an Airbus A319-100 operated by US Airways, and a Boeing B747-400 freighter operated by Cargolux. The A319 had 138 people on board; the freighter had a crew of two. No one was injured.

According to the NTSB, the incident occurred shortly after midnight on May 21, 2010. US Airways flight USA140 was arriving at Anchorage International Airport (ANC) from Phoenix, and Cargolux Airlines International flight CLX658 was departing ANC for Chicago-O'Hare. The US Airways plane was on approach to runway 14 at ANC when the crew executed a go-around. The Cargolux freighter was departing runway 25R. The NTSB says the two aircraft "came within an estimated 100 feet vertically and a .33 mile lateral separation."

From the NTSB statement announcing the investigation of the incident:

According to the TCAS report from the A319 crew, that aircraft was approaching ANC when, because of the effects of tailwinds on the aircraft's approach path, the crew initiated a missed approach and requested new instructions from air traffic control. The tower controller instructed the A319 to turn right heading 300 and report the departing B747 in sight.

After the A319 crew reported the B747 in sight, the controller instructed the A319 to maintain visual separation from the B747, climb to 3000 feet, and turn right heading 320. The A319 crew refused the right turn because the turn would have put their flight in direct conflict with the B747.

The A319 crew then received a resolution advisory to "monitor vertical speed" and the crew complied with the descent command. During the descent, the A319 crew lost sight of the B747. At about 1700 feet above ground level, the A319 crew received a "clear of conflict" aural command.

The NTSB notes that the incident occurred in night visual meteorological conditions with 10 miles of visibility.

Sully retires from US Airways

by B. N. Sullivan

Captain Chesley B. "Sully" Sullenberger III, the US Airways pilot who successfully ditched an Airbus A320 in the Hudson River on January 15, 2009, has retired after 30 years service with the airline. He flew his last commercial leg yesterday: US Airways Flight 1167 from Fort Lauderdale to Charlotte. In the right seat was First Officer Jeffrey Skiles, who had also been Sully's co-pilot on US Airways Flight 1549. The aircraft was greeted at Charlotte Douglas International Airport by a spray-over from four water cannons.

In a statement to the press about his retirement, Captain Sullenberger said, "I have been fortunate to have followed my passion for most of my life, working in a profession I dearly love, side by side with thousands of wonderful colleagues, including the man flying my final flight with me, Jeff Skiles."

Sully says he plans to continue to serve as an advocate for aviation safety, and for the airline piloting profession. We all wish him well.

Here is a slide show of Flight 1167's arrival at CLT, from WCNC.com. Below is a news video about the event, from FoxProvidence.com.

If the video does not play or display properly above, click here to view it on YouTube.

Video: US Airways Flight 1549 flight attendants recall Hudson River ditching

by B .N. Sullivan

Donna Dent and Sheila Dail -- two of the three flight attendants who evacuated US Airways Flight 1549 after it was ditched in the Hudson River on January 15, 2009 -- were interviewed recently by David Learmount, operations and safety editor of Flight International. The occasion was the Guild of Air Pilots and Air Navigators annual awards banquet on October 29, 2009, which took place in England at the Guildhall in the City of London. (The third flight attendant from Flight 1549, Doreen Welsh, was unable to attend the banquet.)

In the interview, the flight attendants recount their impressions of the water landing and the subsequent evacuation of the aircraft. Here is a video clip of that interview, first posted on Mr. Learmount's blog, Operationally Speaking.

RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

US Airways plans to scale back, close some crew bases, reduce work force by 1,000

by B. N. Sullivan

US Airways has announced plans to reduce its work force by about 1,000 in early 2010. Among the jobs cuts: about 200 pilots and 150 flight attendants. Roughly 600 ground workers also will be laid off.

Crew bases at Las Vegas and New York/La Guardia will be closed as of January 31, 2010; the Boston crew base will be eliminated in early May. Crew bases in Philadelphia, Charlotte, Phoenix and Washington, D.C. will be retained.

Following what the carrier calls a 'realignment strategy', US Airways plans to consolidate its operations around its three hub cities -- Charlotte, Philadelphia and Phoenix -- plus Washington, DC. Shuttle service between New York/LaGuardia Airport, Boston and Ronald Reagan Washington National Airport will continue.

Among the changes: reduction of the number of Las Vegas flights; closure of stations at Colorado Springs and Wichita; redeployment of 15 E-190 aircraft to the shuttle service; and suspension of five European destinations currently served from Philadelphia. The airline plans to return its Philadelphia-Beijing flight authority to the Department of Transportation (DOT) "until economic conditions improve, while retaining the option to reapply for this authority in the future."

US Airways CEO Doug Parker said, "By concentrating on our strengths we will be better positioned to return US Airways to profitability, which will result in a more consistent experience for our customers, better returns for our shareholders and greater job stability and career opportunities for our employees."

[Photo Source]

Sully returning to duty at US Airways, as a management pilot

by B. N. Sullivan

Captain Chesley B. Sullenberger, III -- AKA 'Sully' -- is about to return to work at US Airways, this time as a management pilot. Capt. Sullenberger, you will recall, was the pilot in commend of US Airways Flight 1549, the Airbus A320 that successfully ditched in New York's Hudson River on January 15, 2009.

The announcement about Sullenberger's return to work at US Airways was made today in a press release issued by the carrier. That statement also said that in addition to his flying duties, Sullenberger will join the US Airways flight operations safety management team.

“We welcome Capt. Sullenberger back to work and are proud to have him flying with us again as a member of the US Airways safety management organization,” said Chairman and CEO, Doug Parker. “US Airways is an industry leader when it comes to safety and Sully is an excellent addition to the team.”

“The months since January 15 have been very full, and my family and I have had some unforgettable experiences,” said Capt. Sullenberger. “However, I have missed working with my colleagues at US Airways and I am eager to get back in the cockpit with my fellow pilots in the months ahead. In my new role, I will continue to be the same kind of advocate for aviation safety that I have been for several decades.”

Here's hoping his advocacy for aviation safety continues to encompass the issues about which he spoke so eloquently before Congress in February of 2009.

Welcome back, Sully!

[Photo Source]

NTSB hearing: Passenger testimony vindicates US Airways flight attendant

by B. N. Sullivan

From time to time I have chided the mainstream news media for rampant speculation regarding aircraft accident investigations, and for accusatory statements about crew members who are in no position to defend themselves publicly. This is one of those times.

Moreover, in this instance an official of the National Transportation Safety Board (NTSB) allegedly made statements about a crew member's behavior that were untrue, fueling the fire. He, of all people, should know better.

Several days ago as I was browsing stories on Google News, I came across the following title: Witness to challenge flight attendant's story. I clicked on it, and found it was an Associated Press (AP) story about the NTSB's public hearing on US Airways Flight 1549, the Airbus A320 that ditched in the Hudson River back in January.

The lead paragraph of the AP story implied that a passenger from the accident flight would testify at the NTSB hearing that "it was a flight attendant — not a panicked passenger — who opened a rear door on the aircraft, sending water rushing into the cabin."

I have to tell you, I was flabbergasted. I could hardly take in what I was reading!

The story of what happened on board that airplane on the afternoon of January 15, 2009 is well known by now. There have been countless newspaper and magazine write-ups about the 'splash landing' of Flight 1549 into the Hudson River, and the subsequent successful evacuation and rescue of all 150 passengers and five crew members.

The two pilots and three flight attendants have told their story during numerous interviews on TV. Most notably, they also gave testimony before Congress about what they experienced that day.

Was it possible that a conflicting version of what transpired was soon to be revealed for the first time? I just couldn't believe it. It made no sense.

Yet there it was again, further along in the AP article: "Board member Robert Sumwalt, who will chair the hearing, said that [passenger] Campbell has told NTSB investigators that it was flight attendant Doreen Welsh who cracked open the door, not a passenger." Mr. Sumwalt is vice chairman of the NTSB.

I just couldn't believe that Ms. Welsh, a veteran flight attendant with 39 years of service, had done such a thing. Yesterday I mentioned the story to a flight attendant who is a member of my family. Her reaction was similar to mine: she was incredulous.

My thoughts flew to Doreen Welsh. The only crew member on the flight to have been physically injured, it has been reported that she also has suffered from post-traumatic stress. I could only imagine how devastated she would feel once this new accusation began to circulate. And of course the story did circulate. In no time, other news outlets picked it up, parroting what the AP article had said.

The NTSB hearing got underway this morning, moderated by Robert Sumwalt. Capt. Chesley 'Sully' Sullenberger, the pilot in command of US Airways Flight 1549, was the first to testify. He told his story once more, and near the end of his testimony he pointedly praised his crew -- all of them -- for their professionalism during the emergency.

Passenger Billy Campbell testified after Capt. Sullenberger. He explained that he had been sitting in seat 25A, a window seat in the second-to-last row of the aircraft. His testimony about what he saw and felt was detailed and evocative.

Mr. Campbell mentioned that after the geese hit the aircraft's engines, Doreen Welsh reassured the passengers in the rear of the plane that everything would be fine. Minutes later the aircraft hit the surface of the Hudson River tail first. Mr. Campbell described the impact as "violent" -- the same descriptor Doreen Welsh had used in several interviews..

Then came his much-anticipated testimony about what Doreen Welsh did next. He did NOT say she opened the door. On the contrary, Mr. Campbell stated that it was a woman passenger who rushed past the flight attendant and attempted to open the door.

Mr. Campbell said that Doreen Welsh intervened with the woman at the door, and at the same time forcefully shouted at the passengers in the aft section of the aircraft, urging them to move quickly to the forward exits to evacuate. He described the flight attendant as "courageous and direct."

In fact, rather than dispute what Doreen Welsh had said months earlier, this passenger's testimony at the NTSB hearing confirmed her story in every way. "She was heroic," he said.

So what's up with that insinuating AP article, and the statement attributed to Robert Sumwalt that impugned Doreen Welsh? Clearly someone spoke imprudently, to say the least.

Early this evening, KDKA in Pittsburgh reported that the NTSB had apologized to Doreen Welsh, and that NTSB spokesman Peter Knudsen "says the AP report was wrong."

"Billy Campbell never contradicted the account of the flight attendant that a passenger opened the rear door," Knudsen said.

Regarding the AP story and Sumwalt's comments, Doreen Welsh told KDKA, "It was very painful and very hurtful especially because I knew none of it was true."

She said of Billy Campbell, "His comments today meant the world to me - I appreciate them - and I thank him from the bottom of my heart."

[Photo Source]

RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

Next week: Public hearing on the US Airways Flight 1549 accident

The U.S. National Transportation Safety Board (NTSB) will hold a three-day public hearing next week on the ditching of a US Airways Airbus A320 aircraft into New York's Hudson River this past January. The three-day hearing will take place at the NTSB's Board Room and Conference Center in Washington, DC.

The subject accident occurred on the afternoon of January 15, 2009, shortly after US Airways Flight 1549 departed New York's La Guardia Airport, bound for Charlotte, NC. During its departure climb, the aircraft suffered multiple bird strikes resulting in a loss of engine thrust. The aircraft subsequently ditched in the Hudson River. All five crew members and 150 passengers survived, however five serious injuries were reported, according the the NTSB.

The NTSB has announced that a public docket will be opened at the start of the hearing. The public may view and download the docket contents on the web under the "FOIA Reading Room" at http://www.ntsb.gov/Info/foia_fri-dockets.htm at that time.

From the NTSB Advisory announcing the hearing:

The information being released is factual in nature and does not provide analysis or the probable cause of the accident. The docket will include investigative group factual reports, interview transcripts, Cockpit Voice Recorder (CVR) transcripts, Flight Data Recorder (FDR) data and other documents from the investigation. In addition, docket items that will be used as exhibits during the public hearing will be available on the website under "Public Hearings"

The hearing, which is part of the Safety Board's efforts to develop all appropriate facts for the investigation, will cover a wide range of safety issues including:

• Pilot training regarding ditching and forced landings on water.
• Bird detection and mitigation efforts.
• Certification standards regarding ditching and forced landings on water for transport-category airplanes.
• Cabin safety training, emergency procedures and equipment.
• Certification standards for bird ingestion into transport- category airplane engines.

An agenda is posted on the Board's website at http://www.ntsb.gov/events/2009/agenda.htm.

According to the NTSB, the hearing convene at 9:00 a.m. on Tuesday, June 9, 2009, and is expected to conclude mid-day on Thursday, June 11. Location: the NTSB's Board Room and Conference Center, 429 L'Enfant Plaza, S.W., Washington, D.C.

A live webcast of the proceedings will be available on the Board's website at http://www.ntsb.gov/events/hearing_sched.htm.

Highlights from the hearing will be reported here on Aircrew Buzz next week.

RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

Federal jury rules in US Airways pilots' dispute over seniority issues

A federal court jury in Phoenix ruled yesterday in favor of six America West pilots who brought suit against the US Airline Pilots Association (USAPA), the union that represents the pilots of US Airways. The jury was tasked with deciding whether USAPA has been fairly representing all of the more than 5,000 pilots of the merged US Airways, i.e., those who worked for America West prior to the 2005 merger, as well as those who worked for the 'old' US Airways.

The underlying issue is a dispute over seniority arising from the merger of America West and US Airways in 2005. US Airways pilots have favored merging the seniority lists based on date of hire. Former America West pilots rejected this method: since the 'old' US Airways had been in business much longer than America West, a seniority list based on date of hire would necessarily favor US Airways pilots.

The seniority dispute eventually went to arbitration about two years ago. The arbitrator devised a blended seniority list that put several hundred senior US Airways pilots at the top of the list, and then ranked the rest according to a ratio based on their status at the time of the merger. Furloughed US Airways pilots were put at the bottom of the list.

Then last year, the pilots voted out the Air Line Pilots Association (ALPA) as their collective bargaining unit, and formed a new independent union, USAPA, to represent them. ALPA had represented the pilots during the arbitration. Not surprisingly, the vote to certify USAPA was close. Of the 5,238 pilots eligible to vote, 2,723 voted for USAPA and 2,254 voted for ALPA.

Once certified, USAPA proceeded to press for seniority integration based primarily on date of hire. Most former America West pilots wanted the arbitrated method for seniority integration to be used.

Six former America West pilots ultimately filed the civil suit against USAPA, claiming the union was not fairly representing their interests. Yesterday the jury agreed with them by finding USAPA liable in the Duty of Fair Representation lawsuit.

USAPA plans to appeal the decision. In a press release issued yesterday after the jury's decision was announced, Mike Cleary, president of USAPA, said that the union "intends to appeal the case to the 9th Circuit Court of Appeals and, if necessary, the United States Supreme Court."

“While USAPA would have, of course, preferred to prevail in the current setting, thereby allowing the pilot group to come together and work towards an improved contract, we fully expected and planned for this contingency,” said Cleary. “Again, given the facts of law, we are very confident of our ability to prevail eventually, in proving the absolute right of a union to bargain over the complete terms of its members’ working agreement. Having so planned, our legal team is already working on an expedited appeal and stay of any proposed injunctive relief.”

Pilots at the merged carrier have continued to work under separate contracts since the 2005 merger. A major stumbling block to negotiating a unified contract has been the contentious dispute over seniority integration.

US Airways Flight 1549 flight attendants given heroism award

The three flight attendants who successfully evacuated over 150 passengers from US Airways Flight 1549 after the A320 aircraft made a water landing in the Hudson River in January were honored by their union, the Association of Flight Attendants-CWA (AFA-CWA). Flight attendants Sheila Dail, Donna Dent, and Doreen Welsh were presented with the C.B. Lansing Award for Heroism in a ceremony held at the annual AFA-CWA Board of Directors meeting earlier this week.

"It is an honor to present our most prestigious award for heroism to three AFA-CWA flight attendants who utilized their experience, knowledge and training to ensure the survival of all souls aboard, including passengers with mobility challengers, children and other special needs passengers," said Veda Shook, AFA-CWA International Vice President. "Passengers and their colleagues have praised the professionalism of Sheila, Donna and Doreen and America has adopted them as their heroes. Today we honor them on behalf of over 50,000 flight attendants at major, national, charter and regional carriers across the country."

"Sheila, Donna and Doreen have long known the importance of the flight attendant profession. As their colleagues, we also know how vital our role is as safety professionals, but because of events on January 15, now the world knows that flight attendants as safety professionals go hand in hand," said Mike Flores, AFA-CWA US Airways President.

The C. B. Lansing Memorial Award was established following the tragic and heroic events aboard Aloha Airlines Flight 243 on April 28, 1988. Aloha flight attendants faced a sudden and serious aircraft incident. C.B. Lansing did not survive the incident; however her fellow flight attendants persevered, rendering life-saving first aid in-flight as they planned for an emergency landing.

The award is not an annual presentation and is presented to a crew or crewmember who displays heroism beyond the call of duty. There have been four prior recipients in the history of AFA-CWA who have received this honor. Sheila, Donna and Doreen are Charlotte, North Carolina based AFA-CWA members.

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Below is a video of the testimony given by the three flight attendants at a Congressional hearing about the US Airways Flight 1549 accident. The hearing was held on February 24, 2009, before the HouseTransportation and Infrastructure Subcommittee on Aviation.



If the video does not play or display properly above, click here to view it on YouTube.


RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

US Airways pilots want contract talks mediated

The US Airline Pilots Association (USAPA), which represents over 5,000 US Airways pilots, has proposed that USAPA and US Airways management "jointly seek a facilitator utilizing the services of the National Mediation Board to assist the parties in reaching an agreement." US Airways management and the pilots have been engaged in contract negotiations for more than three years.

"We are in the quagmire of a seemingly endless contract negotiation that has not served our pilots or our company well. It is long past time to end the stagnation," said USAPA President Steve Bradford.

The US Airways pilots entered contract negotiations with management in November 2005 under the terms of a Transition Agreement at the time of the US Airways and America West merger. Union leaders have said repeatedly that unresolved contract issues have created "confusion, inefficiencies and severe morale problems that carry over into the airline’s operation."

At the outset of the contract negotiations, US Airways pilots were represented by the Air Line Pilots Association (ALPA). In April of 2008, the pilots voted to have USAPA replace ALPA as their collective bargaining unit.

US Airways Flight 1549: The air traffic controller's story

Yesterday the the Committee on Transportation and Infrastructure, Subcommittee on Aviation, U.S. House of Representatives, held a hearing about US Airways Flight 1549, the A320 that ditched in the Hudson River on January 15, 2009. Among those who testified was Patrick Harten, the New York TRACON air traffic controller who was handling departures from LaGuardia at the time of Flight 1549's emergency.

The crew members who were on board Flight 1549 have been interviewed by the media a number of times, and their stories about the accident have been widely circulated. Until yesterday, I don't think I had heard the air traffic controller's own riveting account of the emergency.

Mr. Harten's story, which is now part of the public record as Congressional testimony, is remarkable not only for the factual information it presents about the course of events, but also for the very personal and candid glimpse it provides into the situation of an air traffic controller who suddenly finds himself dealing with an imminent catastrophe.

Here is the complete, unedited text of Patrick Harten's written testimony, dated February 24, 2009:

Good morning Chairman Costello and Ranking Member Petri. My name is Patrick Harten.

I have been an air traffic controller at the NY TRACON and a proud member of the National Air Traffic Controllers Association for the past 10 years.

While January 15, 2009 is forever etched in my memory, it began unremarkably. I arrived at work at 12:30pm to begin my eight-hour shift.

At 3:12 PM I was assigned to work the LaGuardia (LGA) departure RADAR position. This position handles all departures from LGA airport.

At 3:25 PM, the LGA tower controller advised me that Cactus 1549 was the next departure rolling for takeoff.

It was a routine westbound departure off of Runway 4 traveling due north on a 360 degree heading and climbing to 5,000 feet.

I instructed Cactus to climb to 15,000 and turned my attention to give instructions to another aircraft under my control.

I then turned back to Cactus 1549 and instructed him to turn left to heading 270, heading the aircraft towards its destination. That is when the Captain advised me that they suffered a bird strike, lost thrust in both engines, and needed to return to LGA for an emergency landing.

When a pilot tells a controller he needs to make an emergency landing, the controller must act quickly and decisively.

I made a split second decision to offer him Runway 13, which was the closest runway to his current position and turned him left at a 220 heading so he could return to the airport.

I then immediately contacted LGA tower to ask them to stop departures and clear the runways for an emergency return.

While I have worked 10 or 12 emergencies over the course of my career, I have never worked an aircraft with zero thrust capabilities. I understood how grave this situation was.

After I gave him his instructions, the Captain very calmly stated: “We’re unable.”

I quickly vectored an aircraft that was still in my airspace and then gave 1549 a second option: land on LGA Runway 31.

Again the Captain said, “Unable.”

I then asked the Captain what he needed to do to land safely. At this point, my job was to coordinate and arrange for the pilot to be able to do whatever was necessary.

The pilot told me that he could not land on any runway at LGA, but asked if he could land in New Jersey and suggested Teterboro.

I had experienced working traffic into TEB from my time working in the EWR sector and after coordinating with the controllers in TEB, we were able to determine that Runway 1 was the best option. It was the arrival runway, and clearing it for an emergency landing would be easier and faster. It also meant that 1549 would be landing into the wind, which could have assisted the pilot in making a safe landing. I called TEB and explained the situation. The controller at TEB reacted quickly and prepared Runway 1 for the emergency landing.

I then instructed the Captain to turn right on a 280 heading to land on Runway 1.

The Captain replied: “We can’t do it.”

I replied immediately, “Which runway would you like at Teterboro?”

The captain replied: “We’re gonna be in the Hudson.”

I asked him to repeat himself, even though I heard him just fine. I simply could not wrap my mind around those words. People don’t survive landings on the Hudson River; I thought it was his own death sentence. I believed at that moment, I was going to be the last person to talk to anyone on that plane alive.

I then lost radio contact with 1549, and the target disappeared from my radar screen as he dropped below the tops of the New York City skyscrapers. I was in shock. I was sure the plane had gone down.

Less than a minute later, 1549 flickered back onto my radar scope. The aircraft was at a very low altitude, but its return to radar coverage meant that there was a possibility 1549 had regained the use of one of its engines.

Grasping at that tiny glimmer of hope, I told 1549 that it could land at EWR seven miles away on Runway 29, but I received no response. I then lost radar contact again, this time for good.

I was relieved from my position a few minutes later, as soon as it was possible. I was in no position to continue to work air traffic. It was the lowest low I had ever felt. I wanted to talk to my wife. But I knew if I tried to speak or even heard her voice, I would fall apart completely.

I settled for a hasty text message: “Had a Crash. Not ok. Can’t talk now.” When I got home, she told me she thought I had been in a car accident. Truth was I felt like I’d been hit by a bus.

It took six hours before I could leave the facility. I had to review the tapes, fill out paperwork and make an official statement.

It may sound strange, but for me the hardest and most traumatic part of the entire event was when it was over.

During the emergency itself, I was hyper-focused. I had no choice but to think and act quickly, and remain calm. But when it was over, it hit me hard. It felt like hours before I learned about the heroic water landing that Captain Sullenberger and his crew had managed. Even after I learned the truth, I could not shake the image of tragedy in my mind. Every time I saw the survivors on the television, I imagined grieving widows.

It has taken over a month for me to be able to see that I did a good job; I was flexible and responsive, I listened to what the pilot said and made sure to give him the tools he needed. I stayed calm and in control.

I return to work this week, and while it may take time for me to regain my old confidence; I know I will get there. I would like to end by personally recognizing the Captain and crew of Flight 1549 for their professionalism, skill and heroic efforts that day. I also would like to recognize the professionalism of the other controllers who helped clear the skies and the runways for 1549, as well as the engineers, who helped ensure that the aircraft itself could survive the landing in the Hudson and that those inside would be safe.

Finally, I want to thank my wife Regina. She has been my rock these past few weeks—as she always has and always will be. I couldn’t have survived this without her.

Thank you Mr. Chairman. I am prepared to answer any questions you have.

Thank you, Patrick Harten, for telling your side of the story so compellingly well.

Related:

• US Airways Flight 1549: Congressional testimony by crew members and ATC - AircrewBuzz.com, Feb. 24, 2009
• What Capt. 'Sully' Sullenberger told Congress today - AircrewBuzz.com, Feb. 24, 2009
• What US Airways pilot Jeff Skiles told Congress today - AircrewBuzz.com, Feb. 24, 2009

Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

What US Airways pilot Jeff Skiles told Congress today

Jeffrey B. Skiles, who was the first officer on the US Airways A320 that ditched in the Hudson River last month, spoke before the U.S. House of Representatives earlier today. The occasion was a hearing held by the House Committee on Transportation and Infrastructure, Subcommittee on Aviation, regarding US Airways Flight 1549.

In his testimony, Skiles spoke of his aviation heritage -- both his parents were pilots -- and his pride in his 32 years as a pilot. He noted that he had accumulated over 20,000 hours in the cockpit, and that he had flown as Captain at US Airways in the past, and was Captain qualified on 3 different transport aircraft types.

Skiles praised his fellow crew members on Flight 1549, and the boat crews and first responders who came to their rescue. He also acknowledged the behavior of the passengers during the evacuation of the aircraft.

Then, echoing some of the same issues addressed in Capt. Sullenberger's testimony, Skiles said:

Like each and every one of my fellow professional airline pilots and flight attendants, I realize that flying a commercial airliner is a tremendous responsibility. The aftermath of this incident has brought forth in me a renewed understanding that this is a job for experienced professionals. Being an airline flight crewmember, whether pilot or flight attendant, is a serious job for serious people, and I am tremendously proud to count myself among their number. The dedication, seriousness and professionalism with which we in the aviation community approach our responsibilities can be credited for the dramatic improvement of our national aviation safety record.

The training, procedures and tenets of cockpit resource management (CRM) developed throughout the airline industry over the last 15 years, played a significant role on January 15th. Training departments industry wide are ceaselessly striving to identify future problems and develop procedures to combat them before they occur. A functional self-disclosure safety program is a valuable tool to identify and track errors. Mutually agreeable solutions to make these programs available are in the traveling public’s interest. We must work tirelessly to maintain an unrivaled commitment to safety and professionalism. However, another component of the positive result was the vast experience of the cockpit AND cabin crew.

Sully and I have over 70 years of experience and 40,000 flying hours between us. New pilots in the jet aircraft of our affiliate airlines have 300 hours. When I began at US-Airways, the Company required several thousand hours just to gain an interview for a pilot position. It is certainly in the interest of the traveling public to have experienced crews in the cockpit.

Along with Captain Sullenberger, I have concerns for the future of the Airline Pilot Profession. Experienced crews in the cockpit eventually will be a thing of the past. What this country has experienced economically in the last 8 months, we have experienced in our industry for the last 8 years, since 9-11. In the wake of these 8 years of financial turmoil, bankruptcies, layoffs, and revolving door management teams, airline piloting careers have been shattered. I personally earn half of what I once earned, AND I have lost my retirement to a PBGC promise that will pay pennies on the dollar. Many pilots like Captain Sullenberger and myself have had to split their focus from the Airline Piloting Profession and develop alternative businesses or careers. I myself am a general contractor. For the last 6 years, I have worked 7 days a week between my two jobs just to maintain a middle class standard of living.

The more than thirty thousand people who work at US Airways are proud of the work they do each day, and of their accomplishments. To many of us, the near total devaluation of our professions by our management is heartfelt. In the last several years the only constant I see is the ever increasing compensation levels of our management.

When I started in this industry there were aviation dynasties. Entire families would be employed in aviation as pilots, flight attendants, mechanics or agents. An aviation career was something people aspired to their entire childhood, as I did. Now I know of NO ONE who encourages their children to enter the airline industry.

From our perspective, it is clear that the current state of the management/ labor negotiation process is broken. Negotiations drag out for years in stagnation with little clarity for those of us who have spent our entire lives training to be on the front lines of safety for the American flying public. We aren’t asking for special privileges, but for a level playing field inside the NMB negotiating process. There is not a balance in the negotiating process and the state of the airline piloting profession is proof.

I would respectfully urge members of this subcommittee to work with other relevant committees to promote better balance between airline management and airline employees, especially in the area of creating an environment for efficient and effective negotiations inside the National Mediation Board process, thereby eliminating years of negotiating stagnation. I believe the reforms being considered by the House Judiciary committee can lead to more cooperation and less confrontation. This in turn would certainly help to rebuild an environment that will allow us to concentrate on the safety of the traveling public.

Our colleagues in this industry have rallied around our incident. While Captain Sullenberger and I generally prefer to land at airports, we are proud that the Hudson River landing displayed what well trained, professional pilots and flight attendants can do when faced with tremendous adversity. We are all very gratified and moved that our colleagues in the flying industry have seen this incident as a positive reflection of themselves and our shared profession.

We must ensure that America’s proud aviation traditions of transporting our citizens with safety and security does not fall victim to the immense challenges we face. In this, Congress has a role to play. We hope that you will take seriously the challenges that aviation professional’s face by helping us to level the playing field, and working with us to protect the airline pilot profession.

We ask that congress be a partner to the men and woman who make up the professionals who move America every day, as well as the companies who employ us. Working together we can ensure that the flight crews of the future will be the best and the brightest, and will have the experience and training necessary to ensure safe air travel to each and every passenger they carry.

Very well said, indeed.

Here is the link to the entire text of Jeffrey Skiles' written testimony (3-page 'pdf' file).

Related:

• US Airways Flight 1549: Congressional testimony by crew members and ATC - AircrewBuzz.com, Feb. 24, 2009
• What Capt. 'Sully' Sullenberger told Congress today - AircrewBuzz.com, Feb. 24, 2009
• US Airways Flight 1549: The air traffic controller's story - AircrewBuzz.com, Feb. 25, 2009

Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

What Capt. 'Sully' Sullenberger told Congress today

Earlier today Capt. Chesley B. Sullenberger, III -- AKA 'Sully' -- testified before the Committee on Transportation and Infrastructure, Subcommittee on Aviation, at the U.S. House of Representatives. The topic of the hearing was the US Airways Flight 1549 accident, but Capt. Sullenberger rightly used the opportunity to speak out about broader issues affecting airline crews in the United States, and, ultimately, passenger safety.

Capt. Sullenberger, who was the commander of the US Airways A320 that ditched in the Hudson River, praised his crew and passengers for their behavior on January 15, 2009. He also acknowledged the air traffic controllers, and gave credit to the first responders who quickly and safely rescued all who were on board Flight 1549.

Then he went on to say:

I am not only proud of my crew, I am proud of my profession. Flying has been my life-long passion. I count myself fortunate to have spent my life in the profession I love, with colleagues whom I respect and admire. But, honorable Representatives, while I love my profession, I do not like what has happened to it. I would not be doing my duty if I did not report to you that I am deeply worried about its future.

Americans have been experiencing huge economic difficulties in recent months – but airline employees have been experiencing those challenges, and more, for the last 8 years! We have been hit by an economic tsunami. September 11, bankruptcies, fluctuating fuel prices, mergers, loss of pensions and revolving door management teams who have used airline employees as an ATM have left the people who work for airlines in the United States with extreme economic difficulties.

It is an incredible testament to the collective character, professionalism and dedication of my colleagues in the industry that they are still able to function at such a high level. It is my personal experience that my decision to remain in the profession I love has come at a great financial cost to me and my family. My pay has been cut 40%, my pension, like most airline pensions, has been terminated and replaced by a PBGC guarantee worth only pennies on the dollar

While airline pilots are by no means alone in our financial struggles – and I want to acknowledge how difficult it is for everyone right now – it is important to underscore that the terms of our employment have changed dramatically from when I began my career, leading to an untenable financial situation for pilots and their families. When my company offered pilots who had been laid off the chance to return to work, 60% refused. Members, I attempt to speak accurately and plainly, so please do not think I exaggerate when I say that I do not know a single professional airline pilot who wants his or her children to follow in their footsteps.

I am worried that the airline piloting profession will not be able to continue to attract the best and the brightest. The current experience and skills of our country’s professional airline pilots come from investments made years ago when we were able to attract the ambitious, talented people who now frequently seek lucrative professional careers. That past investment was an indispensible element in our commercial aviation infrastructure, vital to safe air travel and our country’s economy and security. If we do not sufficiently value the airline piloting profession and future pilots are less experienced and less skilled, it logically follows that we will see negative consequences to the flying public – and to our country.

We face remarkable challenges in our industry. In order to ensure economic security and an uncompromising approach to passenger safety, management must work with labor to bargain in good faith. We must find collective solutions that address the huge economic issues we face in recruiting and retaining the experienced and highly skilled professionals that the industry requires and that passenger safety demands. But further, we must develop and sustain an environment in every airline and aviation organization – a culture that balances the competing needs of accountability and learning. We must create and maintain the trust that is the absolutely essential element of a successful and sustainable safety reporting system to detect and correct deficiencies before they lead to an accident. We must not let the economic and financial pressures detract from a focus on constantly improving our safety measures and engaging in ongoing and comprehensive training. In aviation, the bottom line is that the single most important piece of safety equipment is an experienced, well-trained pilot.

Despite the bad economic news we’ve experienced in recent times – despite the many challenges we face as a country – I have faith in America, in our people, in our promise. I have briefly touched upon some major problems in my industry today – but I do not believe they are intractable, should we decide to work collectively to solve them.

We all have roles to play in this effort. Despite the economic turbulence hitting our industry, the airline companies must refocus their attention – and their resources – on the recruitment and retention of highly experienced and well-trained pilots, and make that a priority that is at least equal to their financial bottom line. Jeff and I, and our fellow pilots will fly planes and continue to upgrade our education and our training, while we attempt to provide for our families. Patrick and the other talented Air Traffic Controllers will continue to guide us safely through the skies, our passengers will spend their hard-earned money to pay for their travel, and our flight attendants, mechanics, ground crews, and administrative personnel will deal with the thousands of constant details and demands that keep our planes safely in the air.

You can help us, honorable Members of Congress, to work together across party lines, and can demand – or legislate – that labor, management, safety experts, educators, technical experts, and everyday Americans join together to find solutions to these problems. We all honor our responsibilities in good faith and with respect for one another. We must keep the American commercial aviation industry safe and affordable for passengers, and financially viable for those who work in the industry day to day. And for those talented young men and women considering what to do with their lives, we must restore the narrative of a compelling career path in aviation with sufficient economic resources to once again make this vision a reality.

Bravo, Sully!

Here is the link to the entire text of Capt. Sullenberger's written testimony (3-page 'pdf' file).


Related:

• US Airways Flight 1549: Congressional testimony by crew members and ATC - AircrewBuzz.com, Feb. 24, 2009
• What US Airways pilot Jeff Skiles told Congress today - AircrewBuzz.com, Feb. 24, 2009
• US Airways Flight 1549: The air traffic controller's story - AircrewBuzz.com, Feb. 25, 2009

Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

US Airways Flight 1549: Congressional testimony by crew members and ATC

Crew members from US Airways Flight 1549, which ditched in the Hudson River in New York on January 15, 2008, testified at a hearing this morning before the Committee on Transportation and Infrastructure, Subcommittee on Aviation, U.S. House of Representatives. All five crew members from US Airways Flight 1549 were present at the hearings: Captain Chesley B. Sullenberger III; First Officer Jeffrey B. Skiles; and Flight Attendants Sheila Dail, Doreen Welsh, and Donna Dent. New York TRACON air traffic controller Patrick Harten, who was handling Flight 1549 at the time of the emergency also testified.

Both of the pilots from US Airways Flight 1549 submitted prepared statements to the Committee, as did Mr. Harten. Copies of their written testimony, as well as that of other witnesses at the hearings, are available for download from the Transportation and Infrastructure Committee website.

Here are the direct links to individual statements of the pilots, and the TRACON controller:

• Chesley B. Sullenberger, III, Captain - 3 page 'pdf' file
• Jeffrey B. Skiles, First Officer - 3-page 'pdf' file
• Patrick Harten, Air Traffic Controller - 4-page 'pdf' file

Each statement presents an important point of view. Successive posts here on Aircrew Buzz will feature excerpts from their testimony.

Related:

• What Capt. 'Sully' Sullenberger told Congress today - AircrewBuzz.com, Feb. 24, 2009
• What US Airways pilot Jeff Skiles told Congress today - AircrewBuzz.com, Feb. 24, 2009
• US Airways Flight 1549: The air traffic controller's story - AircrewBuzz.com, Feb. 25, 2009

Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

NTSB to hold public hearing on the US Airways Flight 1549 accident

The U.S. National Transportation Safety Board (NTSB) has announced that a public hearing will be held in conjunction with the investigation of the ditching of a US Airways Airbus A320 into the Hudson River in New York City in last month. The hearing, which will be held in Washington, DC, is expected to be scheduled for late spring or early summer.

In a press release issued a short time ago, NTSB Acting Chairman Mark V. Rosenker said, "Based on what we have learned so far about this accident, we know that many things went right. But no matter how many things go right, we've found that each accident presents safety issues that we can learn from - both to further our investigation, and ultimately, to make the skies even safer. This hearing will move us closer toward those goals."

The public hearing will focus on the following issues:

• Training of crew members on emergency procedures
• Certification requirements for the Airbus A-320 related to the structural integrity of the airframe during ditching
• Bird ingestion certification standards for transport-category turbofan engines
• New and developing technologies for detection of large groups of birds and procedures to avoid conflicts with birds in the general vicinity of airports

A list of those expected to testify will be released closer to the date of the hearing. The exact date has not yet been announced.

RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

Smithsonian confirms Canada Goose remains in downed US Airways A320

The U.S. National Transportation Safety Board (NTSB) announced today that the bird remains found in both engines of the US Airways A320 that ditched in the Hudson River last month were indeed those of Canada Geese (Branta canadensis). The identification was made by the Smithsonian Institution's Feather Identification Laboratory, "through DNA analysis as well as through morphological comparisons in which feather fragments were compared with Canada Goose specimens in the museum's collections."

In a press release, the NTSB said:

A total of 25 samples of bird remains have been examined as of today. Additional analysis will be conducted on samples
received from the NTSB to attempt to determine if the Canada Geese were resident or migratory. While no determination has been made about how many birds the aircraft struck or how many were ingested into the engines, an adult Canada Goose typically ranges in size from 5.8 to 10.7 pounds, however larger individual resident birds can exceed published records.

The accident aircraft was powered by two CFM56-5B/P turbofan engines. The bird ingestion standard in effect when this engine type was certified in 1996 included the requirement that the engine must withstand the ingestion of a four-pound bird without catching fire, without releasing hazardous fragments through the engine case, without generating loads high enough to potentially compromise aircraft structural components, or without losing the capability of being shut down. The certification standard does not require that the engine be able to continue to generate thrust after ingesting a bird four pounds or larger.

US Airways Flight 1549 was en route from New York-LaGuardia to Charlotte when it encountered the geese shortly after departure. The bird strike resulted in a loss of thrust in both of the aircraft's engines. The aircraft was successfully ditched in the Hudson River, and all 150 passengers and five crew members on board were rescued.

RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

FAA releases ATC audio related to the US Airways Flight 1549 accident

This morning the U.S. Federal Aviation Administration (FAA) released eight ATC audio recordings related to the ditching of US Airways Flight 1549 in the Hudson River in New York on January 15, 2009. All of the recordings and related transcripts are available for download from the FAA website:

USAirways 1549 (AWE1549), January 15, 2009, FAA Air Traffic Control Communications

All of the audio recordings are MP3 files, but be warned that some file sizes are rather large, and since they are unedited, some have a long run time (more than 40 min). The transcripts are PDF files.

Communications between the flight crew of 'Cactus 1549' and ATC are on the New York TRACON audio. Other audio files provide insight into what was going on and being said on the ground at LaGuardia and Teterboro during the emergency.

The Class Bravo Airspace Position audio records conversations between ATC and some helicopter pilots who saw the A320 splash down in the Hudson. They reported its position abeam of the USS Intrepid, and that the aircraft was afloat and rafts were being deployed.

On the Cab Coordinator Position audio, you can hear someone from the Port Authority say, "we got survivors, we got survivors, alright they're picking 'em up," and then, "there are numerous survivors... the plane's still afloat."

As we know now, all 155 souls on board US Airways Flight 1549 did indeed survive.

RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.

US Airways Flight 1549 Update: Feathers, yes; Engine malfunction, no

The U.S. National Transportation Safety Board has just released a new update on the US Airways Flight 1549 accident. (In case you have been on another planet and don't know, that was the A320 that ditched in New York's Hudson River last month.) Today's update included a photo (right) of a feather found in the accident aircraft's number one engine, and addressed the issue of an engine surge event experienced by the same aircraft two days before the accident.

According to the NTSB, bird remains were found in both engines of the accident aircraft. The organic material from both engines has been sent to the Smithsonian Institution in Washington where the particular bird species will be identified.

The NTSB update also addressed an engine surge event experienced by the same aircraft two days prior to the accident -- an event that was widely reported by mainstream media. The NTSB confirmed that an engine surge event that occurred in the aircraft's number two engine during a flight on January 13, 2009.

The engine recovered from the surge and the remainder of the flight was completed uneventfully. The NTSB determined that the surge was due to a faulty temperature sensor, which was replaced by maintenance personal following approved procedures. After the engine was examined with a boroscope and found to be undamaged and in good working order, the aircraft was returned to service.

The NTSB goes on to say that, during the accident flight, the flight data recorder revealed "no anomalies or malfunctions in either engine up to the point where the captain reported a bird strike, after which there was an uncommanded loss of thrust in both engines."

Concern had been expressed by some that there may have been a fault with one of the aircraft's two CFM56-5B series turbofan engines, since these engines were the subject of an FAA Airworthiness Directive (AD) issued on December 31, 2008. The NTSB states unequivocally that "After examining the engine maintenance records and interviewing relevant personnel, the NTSB determined that all of the requirements of the AD were complied with prior to the accident flight."

The aircraft has been removed to a secure salvage yard in Kearny, NJ, where it will remain throughout the course of the NTSB's ongoing investigation.

[Photo Source]

RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.