US Airways Flight 1549

The ditched US Airways Flight 1549 floating on the Hudson River
Accident
Date	January 15, 2009
Summary	Multiple bird strikes resulting in a controlled ditching
Site	Hudson River between New York City (near 48th Street) and Weehawken, New Jersey (near Port Imperial), United States 40°46′10″N 74°00′17″W / 40.769498°N 74.004636°W / 40.769498; -74.004636
Aircraft
Aircraft type	Airbus A320-214
Operator	US Airways
Registration	N106US
Flight origin	LaGuardia Airport, New York City
Stopover	Charlotte Douglas International Airport
Destination	Seattle Tacoma International Airport
Passengers	150[1]
Crew	5
Fatalities	0
Injuries	100 (95 minor, 5 serious)[2][a]
Survivors	155 (all)

US Airways Flight 1549 (AWE1549; Callsign: CACTUS 1549) was an Airbus A320-214 on a scheduled passenger flight from New York City to Seattle with a stopover at Charlotte. On January 15, 2009, it experienced multiple bird strikes and both engines failed as a result. Pilots Captain Chesley Sullenberger and First Officer Jeffrey Skiles glided the plane to ditch safely in the Hudson River. All 155 passengers and crew aboard evacuated from the partially submerged aircraft; they were rescued by nearby boats. Several people suffered injuries (a few were serious), but only two required overnight hospitalization. The incident came to be known as the "Miracle on the Hudson," and Sullenberger and the crew were hailed as heroes.^[3][4][5]

The aircraft was registered N106US and operating as a US Airways scheduled domestic commercial passenger flight. About three minutes into the flight, at local time 3:27 p.m. EST, it was making its initial standard instrument departure climb out from LaGuardia, just northeast of the George Washington Bridge, when it struck a flock of Canada geese and quickly lost power in both engines.

As the aircraft lost altitude, the pilots concluded that returning to LaGuardia or landing at nearby Teterboro Airport were unfeasible. They turned southward over the Hudson and ditched off midtown Manhattan, near the Intrepid Sea, Air & Space Museum, four minutes after losing power.

The entire crew was awarded the Master's Medal of the Guild of Air Pilots and Air Navigators. The award citations read: "This emergency ditching and evacuation, with the loss of no lives, is a heroic and unique aviation achievement".^[6] National Transportation Safety Board member Kitty Higgins described the feat as "the most successful ditching in aviation history."^[7][b]

Background

Flight designations, route, and crew

US Airways Flight 1549 (AWE1549, also designated under a Star Alliance codeshare agreement as United Airlines Flight 1919 UA1919) was a U.S. domestic route from New York City's LaGuardia Airport (LGA) to Charlotte Douglas (CLT), with direct onward service to Seattle–Tacoma International Airport in Washington.

On January 15, 2009, the flight – carrying 150 passengers plus the captain, first officer, and three flight attendants^[1][8] – was cleared for takeoff from Runway 4 at LaGuardia at 3:24:56 pm Eastern Standard Time (20:24:56 UTC). The crew made its first report after becoming airborne at 3:25:51 as being at 700 feet (210 m) and climbing.^[9]

The pilot in command was 57-year-old Chesley B. "Sully" Sullenberger, a former fighter pilot who had been an airline pilot since leaving the United States Air Force in 1980. At the time, Sullenberger had logged 19,663 total flight hours, including 4,765 in an A320. He was also a safety expert and a glider pilot.^[10][11][12] The first officer was Jeffrey B. Skiles, 49,^[11][13][14] who was on the last leg of his first assignment in the Airbus A320 since passing to fly the type.^[15] Skiles had accrued 15,643 flight hours throughout his career.

Aircraft

The aircraft was an Airbus A320-214, registered N106US, powered by two GE Aviation/Snecma-designed CFM56-5B4/P turbofan engines.^[16] Delivered in 1999,^[17] it was one of 74 A320s then in service at US Airways.^[18]

Maintenance records^[19] showed that when N106US was written off, its airframe had logged 16,299 flights totaling 25,241 flight hours; and the engines 19,182 and 26,466 hours. The last "A Check", which is performed every 550 flight hours, was passed on December 6, 2008, and the last C Check (annual comprehensive inspection) on April 19, 2008.^[16][20]

The Airbus A320 is a digital fly-by-wire aircraft: the flight control surfaces are controlled by a digital computer. The computer interprets pilot commands via input from a side-stick, making adjustments on its own to keep the plane stable and on course, which is particularly useful after engine failure by allowing the pilots to concentrate on engine restart and landing planning.^[21]

The engines are the primary source of electrical and hydraulic power for the aircraft flight control systems,^[22] but an auxiliary power unit (APU) can provide backup electrical power, and a ram air turbine (RAT) can be deployed into the airstream to provide backup hydraulic pressure and electrical power at certain speeds.^[22] Both the APU and RAT were operating as the plane descended onto the river.^[22]

The Airbus A320 has a control that closes valves and other openings in the fuselage, in order to slow flooding after a water landing,^[23] but the flight crew did not activate it.^[24] Sullenberger later said this would have made little difference since the water impact tore substantial holes in the fuselage anyway.^[15] He also noted that the impact could have been less violent, but software designed to prevent pitching up and down had prevented him from getting maximum lift manually just before impact.^[25]

Flight and landing

Takeoff and bird strike

New York TRACON audio

Air traffic control audio from about impact until ditching (3:10 long)

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Problems playing this file? See media help.

Skiles was in control at the take off to the northeast from Runway 4 at 3:25 pm. At 3:27:11 the plane struck a flock of Canada geese at an altitude of 2,818 feet (859 m) about 4.5 miles (7.2 km) north-northwest of the airport. The pilots' view was filled with large brown birds,^[26][27] and the crew heard several loud thuds. Both engines shut down. Sullenberger took control, while Skiles began working through the emergency checklist for engine restart.^[2] The aircraft then slowed but continued to climb for a further nineteen seconds, reaching about 3,060 feet (930 m) at an airspeed of about 185 knots (343 km/h; 213 mph). It then began a glide descent, accelerating to 210 knots (390 km/h; 240 mph) at 3:28:10 passing through 1,650 feet (500 m).

At 3:27:36, using the call sign "Cactus 1539 [sic],"^[28] the flight radioed air traffic controllers at New York Terminal Radar Approach Control (TRACON):^[29] "Hit birds. We've lost thrust on both engines. We're turning back towards LaGuardia". Passengers and crew later reported hearing "very loud bangs" in both engines and seeing flaming exhaust, then silence from the engines and an odor of fuel vapour in the cabin.^[30][31][32] Responding to the captain, controller Patrick Harten working the departure position^[33] told LaGuardia tower to hold all departures on the ground. He gave Flight 1549 a heading back to LaGuardia and told Sullenberger that he could land on Runway 13.^[29] Sullenberger responded that he was unable.^[29]

Sullenberger asked if they could attempt to land in New Jersey, mentioning Teterboro Airport specifically;^[24][29][34] controllers gained permission for a landing on Teterboro's Runway 1.^[34] Sullenberger responded "We can't do it ... We're gonna be in the Hudson".^[24] Controllers at LaGuardia saw the aircraft pass less than 900 feet (270 m) above the George Washington Bridge.^[35] About 90 seconds before impact Sullenberger commanded, "brace for impact",^[35] and the flight attendants repeated the command to passengers.^[36]

Ditching

At 3:31 pm the plane made an unpowered ditching, descending southwards at about 130 knots (150 mph; 240 km/h), into the middle of the North River section of the Hudson, a tidal estuary, at 40°46′10″N 74°00′17″W / 40.769498°N 74.004636°W / 40.769498; -74.004636^[37] roughly opposite West 50th Street (near the Intrepid Sea, Air & Space Museum) in Manhattan and Port Imperial in Weehawken, New Jersey. Sullenberger later said that he ditched near operating boats to facilitate rescue; two boat terminals used by ferry operator NY Waterway (on either side of the river) and a third used by tour boat operator Circle Line Sightseeing Cruises were close by.^[9][38]

Two of the flight attendants compared the ditching to a "hard landing" with "one impact, no bounce, then a gradual deceleration."^[24] Afterwards, the plane drifted southward with the ebb tide.^[39] A National Transportation Safety Board (NTSB) Board member later called it "the most successful ditching in aviation history."^[7]

Evacuation

Sullenberger opened the cockpit door and gave the "evacuate" order. As the plane drifted downriver and slowly submerged, the crew began evacuating the passengers onto the wings (through the four overwing window exits) and into an inflatable slide/raft deployed from the front right passenger door (the front left slide failed to operate). The two flight attendants at the front opened the doors there, which were armed with slide/rafts; the port side raft did not automatically deploy so the manual inflation handle was pulled. A panicking passenger opened a rear door, accelerating water entry. The rear flight attendant tried but failed to reseal the door,^[40] and additional water was entered via a hole in the fuselage bottom and cargo doors which had come open,^[41] so the flight attendant urged passengers to move forward by climbing over seats to escape the rising watern. One passenger was in a wheelchair.^[42][43]

Sullenberger twice walked the cabin to confirm that no one remained inside after the plane had been evacuated.^[38][44][45] One passenger Dave Sanderson had been helping the evacuation, only to find that on leaving the plane its wing was already full of people waiting to be rescued. With no other alternative, he jumped into the freezing river and swam to the nearest boat.^[46]

Evacuees, some wearing life-vests, waited for rescue on the partially submerged slides knee-deep in water. Others stood on the wings or, fearing an explosion, swam away from the plane.^[40] Air temperature at the time was about 20 °F (−7 °C), and the water was 36 °F (2 °C) (32 °F (0 °C) surface temperature).^[24][47]

Rescue

Boats from NY Waterways and Circle Line Sightseeing Cruises responded quickly. NY Waterway ferry Thomas Jefferson, commanded by Captain Vince Lombardi, reached the plane four minutes after the ditching, and NY Waterway ferry Governor Thomas H. Kean, commanded by 20-year-old Brittany Catanzaro^[48] arrived a few minutes later,^[49] and began taking people aboard using a Jason's cradle. Sullenberger advised the ferry crew to rescue those on the wing before those on the slides (which detached from the plane to become life rafts) were safer.^[35] As the plane drifted in the current, passengers on one of the slides, fearing that the stern of the boat would crush them, had to shout to the pilot to steer away.^[50]

The first Fire Chief on scene transmitted a "10-60" (Major Emergency Response) to confirm a major emergency.^[51][52] About 140 New York City firefighters responded to nearby docks^[53] as did police, helicopters, and various vessels and divers.^[53] Other agencies provided medical help on the Weehawken side of the river, where most passengers were taken.^[54]

Injuries

There were five serious injuries,^[2] one of which was a deep laceration in flight attendant Doreen Welsh's leg.^[24][55] In total, 78 people were treated, mostly for minor injuries^[56] and hypothermia,^[57] twenty-four passengers and two rescuers treated at hospitals,^[58] with two passengers kept overnight. One passenger now wears glasses because of jet fuel damaging his eyes.^[46] No pets were being on the flight.^[59]

Delayed psychological effects were experienced as a result of the accident and rescue. Symptoms of post-traumatic stress including sleeplessness, flashbacks, and panic attacks were reported by members of the aircrew, passengers, and others directly involved. A number of the survivors received professional counseling, and some began an email support group to help ease the aftereffects of the experience.^[60] In addition to those on the plane, FAA Air Traffic Control Specialist Patrick Harten, the New York TRACON controller who worked the flight during the emergency, later stated in testimony before Congress that for him "the hardest, most traumatic part of the entire event was when it was over" during which he was continually "gripped by raw moments of shock and grief."^[61]

Events following the incident

Immediate aftermath

The downed A320 tied up alongside Battery Park City

The plane being recovered from the Hudson River during the night of January 17

At 4:57 pm fire crews began to stand down.^[62]

Flight crew members, especially Sullenberger, were praised for their actions, notably by New York City Mayor Michael Bloomberg and New York State Governor David Paterson, who said: "We had a Miracle on 34th Street. I believe now we have had a Miracle on the Hudson."^[56][63][64] Outgoing U.S. President George W. Bush said he was "inspired by the skill and heroism of the flight crew," and he also praised the emergency responders and volunteers.^[65] Then President-elect Barack Obama said that everyone was proud of Sullenberger's "heroic and graceful job in landing the damaged aircraft," and thanked the A320's crew, whom he invited to attend his inauguration as President in Washington, D.C., five days later. He also invited those who had helped ensure the safety of all 155 people aboard.^[66][67]

After the rescue, the Airbus A320 remained afloat, although partially submerged, and was moored to a pier near the World Financial Center in Lower Manhattan, roughly 4 miles (6 km) downstream from where it had ditched.^[36] The left engine had been detached by the ditching and was recovered several days later from the riverbed, 65 feet (20 m) below the surface.^[68] The water was so murky that the right engine was initially thought also to have detached, but it was later found in place on the aircraft (with much of its nacelle missing).^[69] On January 17, the aircraft was placed on a barge,^[70][71] and then moved to New Jersey for examination.^[72]

The method used to recover the airframe from the water made it uneconomical to repair, and it was written off.^{[73][failed verification]} The rear pressure bulkhead was also damaged, and the salvage contractor, Weeks Marine, cut off the wings and empennage.^{[citation needed]}

Investigation

Shortly after the event, Federal Aviation Administration (FAA) spokeswoman Laura Brown said that the plane "may have flown into a flock of birds."^[74] A National Transportation Safety Board (NTSB) Go Team (comprising appropriate specialists), led by Senior Air Safety Investigator Robert Benzon, was sent to New York.^[75] Its preliminary report, published on January 16, states that the aircraft went down following a bird strike.^[76] This conclusion, and the simultaneous loss of thrust in both engines, was confirmed by preliminary analysis of the cockpit voice recorder and the flight data recorder, both recovered by the NTSB when the aircraft was lifted from the river on January 18.^[77]

The next day, reports surfaced that the same airplane and same flight had experienced a similar but less severe compressor stall on January 13. During that flight, passengers were told they might have to make an emergency landing.^[78][79] However, the affected engine was restarted and the flight continued to Charlotte. The NTSB later reported that this engine surge had been caused by a faulty temperature sensor, which was replaced, and that the engine had not been damaged, which allowed the plane to return to service.^[80]

On January 21, the NTSB found organic debris, including a single feather, as well as evidence of soft-body damage, in the right engine.^[81][82] The left engine was recovered from the river on January 23 and, like the right engine, was missing a large portion of its housing.^[83] On initial examination the NTSB reported that while missing obvious organic matter, it too had evidence of soft body impact, and "had dents on both the spinner and inlet lip of the engine cowling. Five booster inlet guide vanes are fractured and eight outlet guide vanes are missing." Both engines were sent to the manufacturer's facility in Cincinnati, Ohio, for teardown and examination.^[84] On January 31, the plane was moved to a secure storage facility in Kearny, New Jersey, for the remainder of the investigation. The NTSB confirmed that bird remains had been found in both engines.^[80][85] The bird debris was later identified, through DNA testing, as the remains of Canada geese, which typically weigh more than the impact design limits of the engines.^[80]

On February 5, the FAA released recordings and transcripts of its ATC communications during the accident. The exchange between Flight 1549 and ATC lasted less than two minutes.

The A320 had been assembled by the Airbus Division of the European aerospace consortium EADS, at the Airbus headquarters manufacturing facilities in Toulouse, France; therefore, under the provisions of ICAO Annex 13,^[86] both the European Aviation Safety Agency (the European counterpart of the FAA) and the Bureau d'Enquêtes et d'Analyses pour la sécurité de l'Aviation Civile (the French counterpart of the NTSB) joined the investigation, with technical assistance from Airbus Industrie and GE Aviation/Snecma, respectively the manufacturers of the airframe and the engines.^[87][88]

The NTSB ran a series of tests using Airbus simulators in France, to see if Flight 1549 could have returned safely to their choice of LaGuardia Airport (LGA) runway 13 or 22, or Teterboro Airport (TEB) runway 19. The test pilots were fully briefed, and were able to return successfully to either airport in only eight of the fifteen attempts, although all of the four attempts to reach the nearest LaGuardia runway were successful.^[89] The NTSB report noted that these test conditions were unrealistic: "The immediate turn made by the pilots during the simulations did not reflect or account for real-world considerations...." One further simulation was conducted with the pilot delayed by 35 seconds: He crashed trying to return to LGA runway 22.^[90]

Flight 1549 was the fifth take-off/departure phase accident at LaGuardia that had led to write off of the airframe of a commercial air carrier, since the field opened in 1939.^[91] Of those, it was the third involving the hull loss of a US Airways/USAir plane.^[92][93]

Sullenberger testified in hearings before the NTSB. He maintained that there had been no time to execute the maneuver needed to return the plane any airport, which might have killed those onboard and more on the ground. It ultimately ruled that Sullenberger had made the correct decision in ditching the plane.^[94] The NTSB's reasoning was that the dual-engine failure checklist for the Airbus A320 addresses power loss at higher altitude, when pilots have more time to deal with the situation, and that while simulations showed that Flight 1549 could barely have made it back to LaGuardia, those scenarios would have required Sullenberger to make an immediate decision without taking any time to assess the situation.^[95][96]

The NTSB concluded its investigation on May 4, 2010, and determined the probable cause to be "the ingestion of large birds into each engine, which resulted in an almost total loss of thrust in both engines."^[90] The final report credited the outcome to four factors: Firstly, good decision making by the crew (including decisions immediately to turn on the APU and to ditch in the Hudson). Secondly, the luck in having a plane certified for extended over water flight (EOW) even though this was not mandated for that particular flight. Thirdly, the performance of the crew during the evacuation, and finally the fast response by emergency responders. Contributing factors were good visibility and a fast response from the ferry operators.^[97] The final report was published on May 28, 2010.^[2]

Real-time video and first-person accounts

The incident with Flight 1549, within a heavily populated city during daylight at the start of evening rush hour, was unusual in leaving a real-time video and photographic record.^[98] Video was recorded by several closed-circuit television cameras. Various television reports and documentaries produced soon afterwards contained extensive video of the ditching and rescue, and recorded interviews with the aircrew, passengers, rescuers, and other key participants. These included:

• Within 35 minutes of the crash, survivor Alberto Panero, contacted by a CNN producer on the scene, was interviewed live on-air by Wolf Blitzer, giving his firsthand account.^[99]
• On February 8, 2009, the CBS program 60 Minutes broadcast three segments that included interviews with the aircrew as well as their reunion with passengers. The program aired again on July 5, 2009.
  • "A Routine Takeoff Turns Ugly"^[100]
  • "Flight 1549: Saving 155 Souls In Minutes"^[101]
  • "Flight 1549: An Emotional Reunion"^[102]
• On February 19, 2009, a Channel 4 (UK) documentary entitled The Miracle of the Hudson Plane Crash included eyewitness accounts from passengers, rescuers, and witnesses.^[50]
• On February 21, 2009, KGO-TV in San Francisco broadcast an interview in the "Face to Face" series. Dan Ashley talked to Captain and Mrs. Sullenberger about their experiences during and since the accident.^[103]
• On March 4, 2009, the Discovery Channel broadcast a one-hour documentary entitled Hudson Plane Crash – What Really Happened, with computer-generated imagery (CGI) animations of the flight, and interviews with passengers, crew, witnesses, rescuers, and aviation safety experts.^[104]
• On Sunday, January 10, 2010, TLC aired a documentary entitled Brace For Impact, aired again on April 14 in Australia as Brace For Impact: Inside The Hudson Plane Crash.^[105]
• In March 2011, Ric Elias, a front-row passenger shared his experience during a TED Conference.^[106]
• Beginning in June 2011, the University of North Carolina School of Filmmaking and Process Pictures, LLC worked with the Carolinas Aviation Museum to produce a documentary, which also looked at the impact of the incident on society.^[107][108]

Aftermath

Each passenger received a letter of apology, $5,000 in compensation for lost baggage (with $5,000 more if passengers could demonstrate more than $5,000 in losses), and a refund of the ticket price.^[109][110] From May 2009, passengers received the remains of their baggage and other belongings that had been found. In addition, they reported offers of $10,000 each not to sue US Airways for damages.^[111]

To prevent similar incidents, workers from the United States Department of Agriculture Wildlife Services and the city's Parks and Recreation Department and Environmental Protection Departments captured and gassed 1,235 Canada geese at 17 locations across New York in June and July 2009.^[112] The Agriculture Department undertook another goose control measure by coating 1,739 eggs with corn oil, which kills developing goslings by depriving them of air.^[112]

On January 21, 2010, it was announced that the plane, excluding its engines, would be auctioned "as-is where-is." The fuselage had major water and impact damage.^[113] It was acquired by the Carolinas Historic Aviation Commission for display at the Carolinas Aviation Museum in Charlotte, North Carolina in the same configuration as when pulled from the river in January 2009.^[114]

The Museum held a reception on June 11 to commemorate the final "arrival" of Flight 1549 to Charlotte, with Sullenberger as keynote speaker. The 150 passengers were invited.^[115][116] By the end of 2012, both wings had been added to the display.^[117][118]

Awards

The Guild of Air Pilots and Air Navigators awarded the entire flight crew a Master's Medal on January 22, 2009; this is awarded only rarely, for outstanding aviation achievements at the discretion of the Master of the Guild.^[6] The citation for the award is:

The reactions of all members of the crew, the split second decision making and the handling of this emergency and evacuation was 'text book' and an example to us all. To have safely executed this emergency ditching and evacuation, with the loss of no lives, is a heroic and unique aviation achievement. It deserves the immediate recognition that has today been given by the Guild of Air Pilots and Air Navigators.

The mayor of New York City, Michael Bloomberg, presented the Keys to the City to the crew of Flight 1549. He also gave Sullenberger a replacement copy of a library book lost on the flight, Just Culture: Balancing Safety and Accountability, by Sidney Dekker.^[119] The civilian and uniformed rescuers received Certificates of Honor.^[120]

The five crew members were given a standing ovation prior to the start of Super Bowl XLIII on February 1, 2009.^[121] Capt. Sullenberger threw out the first pitch of the 2009 Major League Baseball season for the San Francisco Giants. His Giants' jersey was inscribed with the name "Sully" and the number 155 – a reference to the 155 people aboard the plane.^[122]

On July 28, passengers Dave Sanderson and Barry Leonard organized a thank you luncheon for emergency responders from Hudson County, New Jersey, on the shores of Palisades Medical Center in North Bergen, New Jersey, less than a mile north of where the plane made its landing, and where 57 of the passengers had been brought following their rescue. Present were members from the U.S. Coast Guard, North Hudson Regional Fire and Rescue, NY Waterway Ferries, the American Red Cross, Weehawken Volunteer First Aid, the Weehawken Police Department, West New York E.M.S., North Bergen E.M.S., the Hudson County Office of Emergency Management, the New Jersey E.M.S. Task Force, the Guttenberg Police Department, McCabe Ambulance, the Harrison Police Department, and doctors and nurses who treated survivors for hypothermia and other injuries following the incident.^[123][124]

Sullenberger was named Grand Marshal for the 2010 Tournament of Roses Parade in Pasadena, California.

In August 2010, Jeppesen issued an approach plate titled "Hudson Miracle APCH," dedicated to the five crew of Flight 1549 and annotated "Presented with Pride and Gratitude from your friends at Jeppesen."^[125]

Sullenberger retired on March 3, 2010, after 30 years service with US Airways and its predecessor. His final flight was US Airways Flight Number 1167 from Fort Lauderdale, Florida, to Charlotte, North Carolina, where he was reunited with his co-pilot Jeff Skiles and a half dozen of the passengers on Flight 1549.^[126]

In popular media

The Discovery Channel (Canada) / National Geographic TV series Mayday (also called Air Crash Investigation or Air Emergency) dramatized the accident in an episode titled Hudson Splash Down.^[127] It was also recreated in a National Geographic Channel TV special titled "Miracle Landing on the Hudson,"^[128] and in the UK for a Channel 5 special in 2011.^[129]

Garrison Keillor honored the entire flight crew by writing a song and performing it on his show, A Prairie Home Companion.^[130]

Flight 1549's ditching is referenced in the song "A Real Hero" by College and Electric Youth, best known from the 2011 movie Drive. The lyrics of the second verse describe the water landing and the survival of all 155 passengers and crew, as well as an allusion to the freezing river.^[131]

Sullenberger is referenced in the 2011 romantic comedy Friends with Benefits. Throughout the film, Justin Timberlake's character suggests that modern airplanes practically fly themselves, and that Sullenberger's feat was less impressive than portrayed, but is met with incredulity and hostility. Mila Kunis's character is seen reading Sullenberger's English Wikipedia article.^{[132][133][134]}

Sullenberger's memoir, Highest Duty: My Search for What Really Matters was adapted into the 2016 feature film Sully, directed by Clint Eastwood,^[135] with Tom Hanks as Sullenberger and Aaron Eckhart as co-pilot Jeff Skiles.^[136] It was released on September 9, 2016.

See also

• Accidents and incidents involving the Airbus A320 family
• Caspian Airlines Flight 7908, brought down by mechanical failure caused by bird strikes, killing 168 people
• Garuda Indonesia Flight 421, emergency landing on Bengawan Solo river after experiencing dual engine flameout in 2002.
• Scandinavian Airlines Flight 751, emergency landing in woodland north of Stockholm after dual engine overheating & failure and a brief low-altitude glide; no fatalities.
• Ryanair Flight 4102, which was brought down by bird strikes
• TACA Flight 110, landed on to levee east of New Orleans International Airport after dual engine flameout; no casualties
• The 1963 Aeroflot Tupolev Tu-124 Neva river ditching, a planned landing in a river which resulted in no casualties
• List of airline flights that required gliding

Notes

References

External links

US Airways press releases

• "US Airways Flight 1549 Initial Report". phx.corporate-ir.net. Tempe, Arizona. January 15, 2009
• "Press Release: "Press Release: US Airways Flight 1549 Update #2". phx.corporate-ir.net. Tempe, Arizona. January 15, 2009
• "Press Release: US Airways Flight 1549 Update #3". phx.corporate-ir.net. Tempe, Arizona. January 15, 2009
• "US Airways Flight 1549 Update #7". phx.corporate-ir.net. Tempe, Arizona. January 16, 2009
• "US Airways Flight 1549 Update #8". phx.corporate-ir.net. Tempe, Arizona. January 16, 2009
• "US Airways Update Regarding Crew of Flight 1549". phx.corporate-ir.net. Tempe, Arizona. January 16, 2009
• Parker, Doug (January 15, 2009). "US Airways CEO Doug Parker makes statement regarding flight 1549". US Airways. Tempe, Arizona. January 16, 2009
• "US Airways CEO Doug Parker Invited to Speak at Honor Ceremony Regarding Flight 1549". phx.corporate-ir.net. Tempe, Arizona. January 16, 2009
• "US Airways update regarding crew of flight 1549". Tempe Arizona, January 19, 2009.

Other links

• "Information on the accident that occurred in New York on January 15, 2009". Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile. January 16, 2009.
• Krūms, Jānis (January 15, 2009). "There's a plane in the Hudson. I'm on the ferry going to pick up the people. Crazy". TwitPic.
• "USAirways 1549 (AWE1549), January 15, 2009". Federal Aviation Administration. March 2, 2009.
• "Flight 1549 Alternate Audio, Multi-Perspective Composite Animation". Leaders in Scientific Visualization. YouTube. November 12, 2009.
• "Cactus Flight 1549 Accident Reconstruction (US Airways Animation)". Exosphere3D.
• "Analysis of Training for Emergency Water Landings Questions Assumptions, Inconsistencies" (PDF). Cabin Crew Safety. 33 (6). The Flight Safety Foundation. November–December 1998. Retrieved February 10, 2009.
• "Stress, Behavior, Training and Safety (in Emergency Evacuation)" (PDF). Cabin Crew Safety. 25 (3). The Flight Safety Foundation. May–June 1990. Retrieved February 10, 2009.
• Corrigan, Douglas (April 2011). "The Demise of the Airline Pilot". Culture Wars.
• "'The Miracle on the Hudson' Teaser. Process Pictures, LLC. Vimeo. 2012.
• "Hudson Miracle Approach Chart". Jeppesen.
• Photos of the Airbus. Airliners.net.
• Gould, Joe (January 17, 2009). "Stayed high & dry on my trip to N.C." Daily News. New York.