Michael Anthony Horrigan
More Cowbell Pictures
LMAO @ the Hotel for Dogs comment! I saw that with my daughter.
I'll say this, if she didn't cry when her children were born she's not human.
Do they have kids? I believe they do.
plane crash in NY
- Thread starter ugafan
- Start date
I'll say this, if she didn't cry when her children were born she's not human.
Do they have kids? I believe they do.
Batutta
Major Contributor
LMAO @ the Hotel for Dogs comment! I saw that with my daughter.
They were mixed with tears of disbelief that Don Cheadle was actually in this movie.
Batutta
Major Contributor
lol !!!!!!!!
Last edited:
Subject: US AIRWAYS Flight US1549 ACCIDENT IN NEW YORK
FROM : AIRBUS FLIGHT SAFETY DEPARTMENT TOULOUSE
ACCIDENT INFORMATION TELEX - ACCIDENT INFORMATION TELEX
SUBJECT: US AIRWAYS Flight US1549 ACCIDENT IN NEW YORK
OUR REF: USA US1549 AIT N°2 DATED 23rd JANUARY 2009
Previous ref: USA US1549 AIT N°1 DATED 16 JANUARY 2009
SUBJECT: US AIRWAYS Flight US1549 ACCIDENT IN NEW YORK
This is
an update to the AIT N°1 issued on 16th January 2009.
The information which follow has been approved for release by the
US National Transport Safety Board (NTSB) and represent the highlights
from the initial analysis of the available data: mainly Digital
Flight
Data Recorder, aircraft components, ATC script and radar.
The A320 aircraft was
operating a scheduled flight US1549 from New
York, La Guardia airport to Charlotte, Virginia on 15th January 2009,
when the aircraft ditched on the Hudson river shortly after take-
off at
15:30 local time.
The aircraft performed a normal flex take-off in slats/flaps
configuration 2 from La Guardia airport with the co-pilot as Pilot
Flying.
At time T0, soon after the aircraft was in clean configuration at an
airspeed of about 210kts, both engines suffered a simultaneous and
sudden loss of thrust at about 3000ft pressure altitude.
The
engines N1
decreased abruptly to 35% and 15% on engines 1 & 2 respectively.
This sudden and simultaneous loss of engine thrust is consistent
with the
reported bird strike on both engines and also with the initial
observations from the remaining engine 2. (Recovery of engine 1
being still in progress).
The captain took immediately control of the aircraft making smooth
nose-down pitch inputs to maintain the airspeed at about 200kts.
At approximately T0+20 sec, the crew changed the aircraft heading
towards the Hudson river.
There was no more response from the engine N°2. The engine N°1
continued to deliver a minimum thrust (N1 around 35%) for about 2
minutes and 20 seconds after T0.
At approximately T0+2min20sec, the crew attempted at about
500ft/200kts, a quick relight on engine 1 without success.
The crew then selected slat/flap configuration 2 which
was achieved.
From then on and until the ditching, the heading remained almost
constant. The speed decreased from 200kts to 130kts.
Ditching occurred 3 minutes and 30 seconds after the thrust loss
in the
following conditions: - Airspeed was about 130kts (at the Gross
Weight, Valpha max is 125kts and Valpha prot is 132kts) - Pitch
attitude was
10 degrees up and bank attitude was at 0 degree. - Flaps and slats were
in configuration 2. Landing gear up
It is to be noted that at all times during the event and up until the
ditching, the normal electrical supply (AC and DC buses) and all
three
hydraulic systems were fully operational and the flight control law
remained in Normal law.
In line with ICAO Annex 13 International convention, the US NTSB
(National Transportation Safety Board) continues the investigation
assisted by Accredited Representatives from the French
BEA
(Bureau d'Enquêtes et d'Analyses) as State of aircraft manufacturer.
Airbus
continues to support the NTSB investigation with advisors on-site and
in the various investigation working groups.
Airbus has no specific recommendations at this stage. Should there be
the need for recommendation as a result of the investigation,
operators
will be notified accordingly.
Yannick Malinge
Vice-president Flight Safety
FROM : AIRBUS FLIGHT SAFETY DEPARTMENT TOULOUSE
ACCIDENT INFORMATION TELEX - ACCIDENT INFORMATION TELEX
SUBJECT: US AIRWAYS Flight US1549 ACCIDENT IN NEW YORK
OUR REF: USA US1549 AIT N°2 DATED 23rd JANUARY 2009
Previous ref: USA US1549 AIT N°1 DATED 16 JANUARY 2009
SUBJECT: US AIRWAYS Flight US1549 ACCIDENT IN NEW YORK
This is
an update to the AIT N°1 issued on 16th January 2009.
The information which follow has been approved for release by the
US National Transport Safety Board (NTSB) and represent the highlights
from the initial analysis of the available data: mainly Digital
Flight
Data Recorder, aircraft components, ATC script and radar.
The A320 aircraft was
operating a scheduled flight US1549 from New
York, La Guardia airport to Charlotte, Virginia on 15th January 2009,
when the aircraft ditched on the Hudson river shortly after take-
off at
15:30 local time.
The aircraft performed a normal flex take-off in slats/flaps
configuration 2 from La Guardia airport with the co-pilot as Pilot
Flying.
At time T0, soon after the aircraft was in clean configuration at an
airspeed of about 210kts, both engines suffered a simultaneous and
sudden loss of thrust at about 3000ft pressure altitude.
The
engines N1
decreased abruptly to 35% and 15% on engines 1 & 2 respectively.
This sudden and simultaneous loss of engine thrust is consistent
with the
reported bird strike on both engines and also with the initial
observations from the remaining engine 2. (Recovery of engine 1
being still in progress).
The captain took immediately control of the aircraft making smooth
nose-down pitch inputs to maintain the airspeed at about 200kts.
At approximately T0+20 sec, the crew changed the aircraft heading
towards the Hudson river.
There was no more response from the engine N°2. The engine N°1
continued to deliver a minimum thrust (N1 around 35%) for about 2
minutes and 20 seconds after T0.
At approximately T0+2min20sec, the crew attempted at about
500ft/200kts, a quick relight on engine 1 without success.
The crew then selected slat/flap configuration 2 which
was achieved.
From then on and until the ditching, the heading remained almost
constant. The speed decreased from 200kts to 130kts.
Ditching occurred 3 minutes and 30 seconds after the thrust loss
in the
following conditions: - Airspeed was about 130kts (at the Gross
Weight, Valpha max is 125kts and Valpha prot is 132kts) - Pitch
attitude was
10 degrees up and bank attitude was at 0 degree. - Flaps and slats were
in configuration 2. Landing gear up
It is to be noted that at all times during the event and up until the
ditching, the normal electrical supply (AC and DC buses) and all
three
hydraulic systems were fully operational and the flight control law
remained in Normal law.
In line with ICAO Annex 13 International convention, the US NTSB
(National Transportation Safety Board) continues the investigation
assisted by Accredited Representatives from the French
BEA
(Bureau d'Enquêtes et d'Analyses) as State of aircraft manufacturer.
Airbus
continues to support the NTSB investigation with advisors on-site and
in the various investigation working groups.
Airbus has no specific recommendations at this stage. Should there be
the need for recommendation as a result of the investigation,
operators
will be notified accordingly.
Yannick Malinge
Vice-president Flight Safety