I came cross this in the drafts, which are too numerous for one person to humanly post. It is a Feb 8th interview KDKA TV (Pittsburgh) interview with Flight 1549 flight attendant Doreen Welsh. She relives the flight and how she felt at the time. She comes across much differently than she did in the national interviews with the rest of the crew, which turned some people off for some reason. Her experience was unlike anyone else’s, as she was the only person in the position of responsibility to be both physically and emotionally traumatized. Most notable in the interview is the fact that none of the four had flown together previously and yet they functioned as one. Remarkable.
Welsh was trashed again last week over the false AP report that she had opened the rear door not a passenger as she had claimed. The comment was attributed to a passenger sitting in the rear at the time who was due to testify at the NTSB safety hearing that commenced yesterday and will finish tomorrow. During his testimony at the hearing, he said he was not even aware that the rear door was open at the time and that he was only told about it later by Ms Welsh. He also said he hadn’t talked with the press for 3 months. During his testimony he said she was courageous and her actions heroic.
Watch here for Ms Welsh’s reactions to the passenger, Billy Campbell’s testimony and how she felt when her statements were questioned.
Capt Sullenberger returned to his birthplace and childhood homr, Dension Texas, to commemorate the 65th anniversary of D-Day and to deliver the commencement speech at his high school alma mater, Denison High.
Curious factoid: Denison (pop 22K), which is located approx 70 miles north of Dallas happens to be the birthplace and childhood home of none other than the man we remember most on D-Day: General Dwight D. Eisenhower.
Sullenberger was awarded the keys to the city and flags dlown over the Alamo
NewsDFW
It’s wonderful to know somebody who did something so great is from here!
He did something amazing for all of us – - saving all thise people
SULLY: I’m just glad to be welcomed back.
Captain Sullenberger not only landed the jet safely – but he also gave America and the world an example of professionalism and selflessness that has inspired millions,
The denizens of Denison, Texas gave Capt Sullenberger a tremendous welcome home celebration. VIDEO. He was in town to deliver the commencement speech at his alma mater, Denison High and also to pay tribute to surviving veterans of the D-Day invasion 65 years ago. Which was engineered by another home grown hero: General Dwight David Eisenhower.
Sullenberger was given a key to the city and flags that had flown over The Alamo. Texas Gov Rick Perry presented Sullenberger with a legislative resolution and praised his safe landing, which saved the lives of 155 souls – only five of whom were injured.
He certainly has come a long way since his Danville homecoming when he stood stiffly and delivered just 73 words and seemed uncomfortable with the cheers and applause.
He thanked the widow of his Denison flight instructor and then asked his high classmates why they “weren’t this nice to me back in high school?”
I found the interview you were looking for eleven pages into the drafts! Sorry but my fellow citizens have given up posting. It’s a really warm interview between just the two of them as a couple. Funny, because it’s on her turf. She is a well-known fitness expert and evidently has done many fitness segments on the show but this is first time for hubby.
They discuss their separate reactions, the moment they first saw each other when he returned home, how they’ve been coping together as a family, fan letters, the Inauguration.
There are also two photos of the Sullenberger family at the Inauguration Ball with the President and First Lady. They were also invited to the Vanity Fair after Oscars party.
I would not have put these two together in a room of strangers until they got close to each other - their body language would have given them away. I must say I was shocked when he gave her a big old hug and a kiss at his Welcome Home Celebration, especially the way he cupped her head. Quite at odds to his immediately proceeding few words and stiff presentation, which must have been the shock.
February 18th: “View From the Bay”
aviationwatcher33
Selected quotes
Q: Have things settled down? Is life back to normal yet?
SULLY: This is a new normal. We’re coping with it day by day. We are getting better at coping with our new reality. It’s been many good things, and some things are challenging. But it’s been life-changing event.
LORI: We were having two very different experiences….I felt like I was having this surreal experience.
SULLY: It was overwhelming.
How did he balance the landing, the press, the investigation and being apart from his family after the actual traumatic event?
SULLY: It was a lot to process. It required a lot of time to balance it. And we’re still trying to find the proper balance between family first and the needs of our profession second.
What was it like the first time they reunited?
SULLY: We’ve been through so much separately, and then we had to re-enter our new lives together. And it was challenging. At first, it felt a little bit awkward. It took a half a day or so for it to really sink in all the changes we [hesitates] had and where we’re going to go from here. But it felt great to be home.
Lori said for the first few days she was in shock - it didn’t seem real.
LORI: But the night I picked him up…and when I saw him, he looked so different, that is when the enormity of it hit me.I realized there had been a big tragedy for him that day.
Freeze her face there - she looks completely devastated. I imagine that for him it was a failure just to have an “blemish” on his record. The fact that he didn’t go his entire career taking off and landing safely on land and that he “ruined” a plane.
Are they still in shock?
They look at each other and say no. Sully mentions that “a month has passed” like that’s all it takes. Donna Dent at the Congressional hearing - a week after this interview was still in shock and Doreen Welsh looked like she might have been on medication.
SULLY: We’ve learned to deal with this - but it’s a steep learning curve.
I can’t get past the nagging thought that there is something more to the “this”. They find all the letters they have been getting “marvelous” including letters from widowed wives of pilots writing how it had helped them heal.
They discuss the Inauguration and how gracious POTUS was. Sullenberger told POTUS it was a privilege to meet him and POTUS said, no, the privilege is mine.
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Hope that helps, Katie - even belatedly. At least you have some info on ATC Pat Harten now. [Here] Let us know how your project is coming and please stop worrying about folks using out posts without attribution. The info is here for folks to read. Whether they attribute it is a matter of their own personal integrity. Good Luck!
Make sure you check the update list for new posts.
First Officer Jeff Skiles appeared before Congress with Capt Sullenberger, Doreen Welsh, Donna Dent, Sheila Dail and Air Traffic Controller Pat Harten - the mystery voice on the cockpit recordings.
Chairman Costello, Chairman Oberstar, Ranking Members Mica, Petri and members of the committee, I am honored to appear before the Aviation Subcommittee. I too am proud of the fact that I have been involved in aviation for the last 32 years. Both of my parents were pilots before me. I have over 20,000 hours in the cockpit, have flown as Captain at US Airways in the past, and Captain qualified on 3 different transport aircraft types.
While much has been made of cockpit flight crew’s actions in this incident, much credit is due to the experienced and highly trained flight attendants, Donna Dent, Doreen Welsh and Sheila Dail. Without their quick, capable and courageous actions, the outcome that day would have been dramatically different. To work with such professionals is truly an honor for me. Also, the captains and crews of the boats that came to our rescue as well as the first responders at the ferry terminals were a great part of the successful outcome. And finally the passengers themselves, who evacuated the airplane in an extremely orderly, selfless and professional manner, deserve much credit.
We have been categorized as heroes; if so, there were many, many heroes on that day.
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.
The Crew of Flight 1549: Capt Sullenberger, First Officer, Jeff Skiles, Flight Attendants: Doreen Welsh, Donna Dent, Sheila Dail and Air Traffic Controller, Pat Harten (the mystery voice on the cockpit recordings) appeared before Congress. What they had to say was an indictment on the airline industry, especially they are all career airline people. Between them they have ~160 years of experience.
Here’s the rather anemic ovation for the Flight Crew.
They sure looked happy to see each other. Harten never said how long it took for him to find out or what he did or felt when he heard. That’s what I’m curious about. I never saw an interview with Harten. Guess we wait for the books or the movie. Surprised one isn’t out yet.
Lives saved because of a concerted effort of a very experienced, well-trained flight crew, the guidance of expert air traffic controllers, the passengers themselves and the first responders in the water. That was truly a sight to see. Within 5 minutes passengers were being rescued off the wings.
HARTEN: He knew what Sully meant when he said he was going in the Hudson and that he was “going to be the last person to talk to anyone on that plane alive.” In the couple of minutes it took to go down - Harten talked with 14 people to try to get a runway open. If you haven’t listened to the tape, it’s worthwhile. The relevant part is less than 5 minutes. [Links below] And although Harten was relieved very quickly (the anguish in his voice is tough to hear) they made him stay for another 6 hours - answering questions and doing reports - before he could go home and relax.
SKILES: 32 years in aviation, approximately 20,000 hours of flight time. Earns 50% less and lost his retirement to a PBGC promise that will pay pennies on the dollar.
SKILES: “Experienced crews in the cockpit eventually will be a thing of the past”.
SULLENBERGER: 42 years in aviation, USAF, accident investigation, 29 years airline industry, 20,000 hours of flight time and nearly 1 million passengers flown safely. Even with his experience and safety record, his pay was cut by 40% and his pension was terminated and replaced with some as Skiles. When his company offered, 60% of laid off pilots refused to return to work.
SULLY: “management must work with labor to bargain in good faith”
SKILES: “promote better balance between airline management and airline employees” Especially in mediation.
BOTH said they know no one who is encouraging their children to follow in their footsteps.
BOTH have other jobs as a necessary supplement to their income.
SULLY: founded an aviation consulting business: Safety Reliability Methods, Inc.
SKILES: has worked as a general contractor for the last 6 years (working 7 days a week) just to maintain a middle class existence. And he lives in a town south of Madison, Wisconsin with a census around 10K.
The bird strikes are becoming a real problem with the population of Canada geese increasing 4-fold in the last 20 years. Think they’ll be eating a Christmas goose this year?
Bird detecting radar is available. The Air Force noticed a marked decrease - zero - in strikes at one of their bases in North Carolina. [see link below] They offered a unit to LaGuardia after the events of Jan 15th. Evidently they are very expensive. How much is one life worth in civil court? 155? And what about the domino effect when a plane has to return or make an emergency landing?
Present were Captain Sullenberger, First Officer Jeff Skiles, Flight Attendants: Sheila Dail, Doreen Welsh, Donna Dent and Air Traffic Controller, Pat Harten.
They did not have prepared statements like the men did. They didn’t say much more than what they had described before = the disparity between the front and the back of the plane, didn’t know they had landed on water, they waited for the cockpit commands and then followed their training. Welsh was still not wearing her uniform. I don’t see her returning. Donna Dent is the one I worry about.
Captain Sullenberger and the rest of the Flight 1549 Crew went before Congress. The received a warm ovation before the proceedings started. Pat Harten the Air Traffic Controller was also present. Sullenberger argued that talented folks are not choosing aviation for their profession. Sullenberger’s own pay was cut 40% and his pension has been terminated and replaced by a PBGC guarantee worth only pennies on the dollar. 23 years and no pension? Imagine if the crew didn’t love their jobs? Imagine if they had decided to not take the pay cut and left the airlines. I doubt the outcome would have been so fortunate.
Chairman Costello, Chairman Oberstar, Ranking Members Mica and Petri, and other members of the committee, it is my great honor to appear before the Aviation Subcommittee today. I am proud of the fact that I have been involved in aviation for the last 42 years. During that time, I have served our country as a U. S. Air Force pilot, served as an Air Line Pilots Association Local Air Safety Committee Chairman, accident investigator and national technical committee member, amassed a total flying time of almost 20,000 hours and flown approximately one million passengers in my 29 years as a professional airline pilot. I have served as a Check Airman and a Crew Resource Management course developer and facilitator. I am also the founder of Safety Reliability Methods, Inc.
Before I begin, I must first say that my heart goes out to all those affected by the tragic loss of Continental Connection flight 3407. Words cannot express my sadness and grief at the loss of 50 lives. The families of those no longer with us are in my thoughts and in my heart.
The events of January 15, 2009 have been well-documented, and rather than recite them now in great detail, I want only to reiterate to the subcommittee that the successful outcome was achieved by the actions of many. Lives were saved due to the combination of a very experienced, well-trained crew: First Officer Jeff Skiles, and Flight Attendants Donna Dent, Doreen Welsh and Sheila Dail, all of whom acted in a remarkable display of teamwork, along with expert air traffic controllers, the orderly cooperation of our cool- headed passengers, and the quick and determined actions of the professional and volunteer first responders in New York City.
The events of January 15 serve as a reminder to us all of the daily devotion to duty of the many thousands of aviation professionals who keep air travel safe, and also as a reminder of what is really at stake. Like thousands of my fellow professional airline pilots, I know that flying a large commercial airliner is a tremendous responsibility. We understand that our passengers put their lives in our hands. We know that we must always be prepared. We must always anticipate. We must always be vigilant. Expecting the unexpected and having an effective plan for dealing with it must be in the very makeup of every professional airline pilot.
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 indispensable 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.
Thank you for your kind attention, and for the opportunity to share my perspective with this Committee.
Well I finally got to see who Pat Harten is. He was the calm voice of the air traffic controller communicating with Flight 1549 but he sounds nervous here. And he isn’t at all what his voice sounded like. I thought he’d be older and scruffy. He’s quite a pleasant surprise.
He gives straightforward testimony.
He admits to knowing what Capt Sullenberger said about going in the Hudson. He doesn’t say how long it was before he found out everyone was safe. From the Teterboro recordings they knew approximately 18 minutes later that passengers were standing on the wings. The actual transcripts and voice recordings of the cockpit communications are linked below.
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.
A video popped up courtesy of aeijae80. It’s taken from their seat. The flag is humongous. Captain Sullenberger from nearby Danville threw out the first pitch. No video of that I could find. Follow link below for his first pitch at Yankee Stadium (4-4). Also preset were First Officer Jeff Skiles and Flight Attendant Doreen Welsh.
US AIRWAYS Flight 1549’s Captain Sullenberger threw out the first pitch at SF Giants' home opener against the Milwaukee Brewers. American Idol Season 5 winner, Taylor Hicks sang the National Anthem. I couldn't find videos of either.
Sullenberger had thrown out the first pitch at Yankee Stadium on April 4th. First Officer Jeff Skiles and Flight Attendant Doreen Welsh were also in attendance. Skiles is slated to throw out the first pitch at the Brewers home opener against the Cubbies this Friday, April 10th, at Miller Park.
Captain Sullenberger is scheduled to deliver commencement address at his high school alma mater: Denison High School on June 6th. He presently resides in Danville, California but grew up in Denison, Texas, which is 75 miles north of Dallas.
After high school, he enrolled at the United States Air Force Academy and received the Outstanding Cadet in Airmanship Award, given to the top flier in the graduating class. He went on to get a masters degree from Purdue Universityin psychology and basic sciences and receiving a number of academic awards. working with NASA scientists, he coauthored a paper on error-inducing contexts in aviation. Yes, he has a genius IQ.
After posting on Sully’s first pitch at Yankee’s stadium, I found a bunch of unposted drafts, including the crew US AIRWAYS Flight 1549’s appearance before Congress.
Seems folks in his hometown of Danville, California (11th district) wanted Capt Sullenberger to run for Congress. Curiously, the spot is open, since the representative from his next door district (10th), Ellen Tauscher, accepted an appointment from Madame Secretary Clinton to be the Undersecretary of State for Arms Control and International Security.
For the record, he has voted Republican and there are no requirements he reside in the district for which he were to run. His testimony on the Hill was probably enough for him to say no way. Well, that and his day (and night) job, which he plans on returning to in June/July.
When I called his house, Sully’s wife laughed out loud when I explained why the Times’ political writer wanted to talk with him.
ALEX CLEMENS, Sullenberger spokesman:
Sullenberger will continue to decline requests that he “throw his pilot’s hat into the ring,”
He is focusing his time and energy fully on his family, his work for US Airways, and the other obligations that he has taken on since the dramatic events of January 15.
Like his two book deal and throwing out the first pitch at Yankees Stadium (4-4) and his planned 4-7 first pitch at AT & T Park for the San Francisco Giants. The Oakland A’s wanted him too but he’ll be on vacation. He is also slated to give the commencement address at his high school alma mater, Denison High School (north of Dallas) on June 6. And, according to Vorderbrueggen, his well-deserved six-figure motivational speaker’s fees.
US AIRWAYS Flight 1549’s Captain Chesley "Sully" Sullenberger to pen two books with ghost writer. The first will be an autobiography: childhood, military service and all the way to the water landing of Flight 1549. I just looked at the videos again and it was a truly amazing feat. That's what happens with the media blitzes - one tends to get overwhelmed with the coverage which blots out the act. Definitely worth another look.
Publisher WILLIAM MORROW:
Sully believes his life experience prior to the emergency landing was a preparation for that success; and that life's greatest challenges can be met if we're ready for them.
Can't get any truer than that - the entire crew couldn't have been more prepared. Wonder how Donna Dent is doing? She still was in denial during their media blitz.
Spokesman ALEX CLEMENS:
While he has agreed to write a book about his life and the dramatic events of January 15, 2009, he is eager to return to his profession and the US Airways family of 34,000 employees in the near future. [June or July]
William Morrow is an imprint of Harper Collins, which is part of Rupert Murdoch's News Corp. Sullenberger's autobiography is due out the end of the year. The content of the second book has not been divulged. I don't know if the rest of the crew have been offered deals.
Video clips of US AIRWAYS Flight 1549’s Captain Sullenberger throwing out the first pitch at Yankees - Cubs game. Second game played in new Yankee Stadium. Reggie Jackson threw out the first first pitch.
With him on the mound were First Officer Jeff Skiles and Flight Attendant, Doreen Welsh, who was in the rear of the plane and sustained a gash on her leg - the only crew member injured.
The Yankees held a pre-game ceremony for Captain Sullenberger of Danville California, First Officer Jeff Skiles and Flight Attendant, Doreen Welsh. They got a great ovation and after the National Anthem, Challenger, the American Bald Eagle flew in from the outfield.
Sullenberger, a reported lifelong Yankee fan, threw out the first pitch - a little outside but it didn’t bounce. He will also do the same for the SF Giant’s on April 7th. The Oakland A’s wanted him too but he will be on vacation.
Jeff Skiles lives in Oregon, Wisconsin and will throw out first pitch for the Milwaukee Brewers’ home opener against the Cubbies on April 10th.
Doreen Welsh is from Ambridge, PA and got to see her Steelers win the Super Bowl. I don’t know if she’s a Pirates fan as well.
Maybe Skiles and Welsh will take part in the sausage and pirogi races…
Video includes a still photo of President and First Lady at the Neighborhood Inaugural Ball with Capt Sullenberger, Jeff Skiles, Donna Dent and Sheila Dail.
2-11 Greta Van Susteren: Part 1 (video & transcript) Part 2 (video & transcript) Part 3 (video)
No NBC. The Today Show refused unless they were exclusive - they were supposed to be the original interview. I don’t understand the selfishness. Each show the story becomes more complete - especially with the passenger stories. It’s their audience who is going to be angry.
It's official - Canada geese - identified through visual and DNA evidence. Canada geese run between 6-10lbs and the engine standard at the time the engines were produced was 4lbs. It was really quite an amazing feat of aviation.
NTSB Advisory National Transportation Safety Board Washington, DC 20594 February 12, 2009
FOURTH UPDATE ON INVESTIGATION INTO DITCHING OF US AIRWAYS JETLINER INTO HUDSON RIVER
The following is an update on the National Transportation Safety Board's investigation of US Airways flight 1549, which ditched into the Hudson River on January 15, 2009. The bird remains found in both engines of US Airways flight 1549 have been identified by the Smithsonian Institution's Feather Identification Laboratory as Canada Goose (Branta canadensis).
The lab made the identification for the NTSB through DNA analysis as well as through morphological comparisons in which feather fragments were compared with Canada Goose specimens in the museum's collections; the microscopic feather samples were compared with reference microslide collections.
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.
NTSB investigators worked closely with wildlife biologists from the United States Department of Agriculture, both at the scene of the accident in New York City and during the engine teardowns at the manufacturer's facility in Cincinnati, to extract all of the organic material that was identified today.
