It was the feel good story of the year when we surely needed one. Crippled by a bird strike after leaving New York’s La Guardia Airport, US Airways Flight 1549 was forced to make an emergency landing but the only “runway” available was the Hudson River.
Captain Chesley “Sully” Sullenberger, who with Jeffrey Zaslow wrote Highest Duty: My Search for What Really Matters (William Morrow 2009, $25.99) talked to Red about the ultimate in high anxiety.
I know you’ve probably told this story a million times already but how soon after taking off did you first know that the plane was in trouble?
Almost immediately, about 100 seconds after takeoff, Jeff (Skiles, the first officer) saw the birds a split second before I did. We saw them when they were probably a football field away from us, certainly not enough time to avoid them. You can hear them clearly on the cockpit recording–thump, thump–and almost immediately I could hear the noise of the birds going through the core of the jet engines, I could feel the severe vibrations and smell the birds burning.
Did you know right away it was bad?
Yes, it was immediately obvious that it was a dire emergency. In 40 years of flying I had never experienced one engine failing, let alone two.
What was your first response?
My very first reaction was disbelief, I had two distinct thoughts, one was this can’t be happening, my second was this doesn’t happen to me. It was definitely shocking, the enormity of the problem, the intensity. The initial second or two was when I had those thoughts. The physiological reaction I had to this was strong, and I had to force myself to use my training, force calm on the situation and force myself to concentrate on the problem.
So you stayed calm?
I had to fight my body, I was sure my blood pressure and pulse spiked. I had to fight to ignore that and to concentrate on the tasks at hand and not let what was happening, to keep myself from panicking or paying attention to what was going on with my body. I had only 208 seconds, an extreme time compression. Jeff stayed calm too and he and I worked together seamlessly.
Did you ever think oh this isn’t going to work; we’re not going to make it?
Despite everything I had confidence we could do it.
That sounds calm.
For a week or two afterwards, my pulse, which was normally 60, was at 75; my blood pressure was 160 over 100 when normally it’s 100 over 70.
Recounting the story of his heroic struggle to save his Airbus 320 from crashing either into the densely populated Manhattan skyline or into the Hudson River, has also given Captain Chesley “Sully” Sullenberger a chance to discuss how cost saving measures at airlines is impacting passenger safety.
Indeed, as Sully struggled to keep control of his aircraft once its two jet engines had died, his first flight officer Jeff Skiles reached for the inch thick Quick Reference Handbook to find the most appropriate procedure for the emergency they were facing. But US Airways, to save money, no longer had numbered tabs. Skiles had to quickly leaf through the book’s pages, looking for the right procedure–taking away precious seconds at a time when every second counted.
You really have several stories to tell, don’t you? Not only about how you and Skiles saved the plane and 155 passengers and crew but also about how cost cutting is threatening aviation safety.
Jeff and I felt like we had an obligation to tell about what’s going on. The economic difficulties that most people have seen in the last year or so, pilots and airlines have seen for the last seven and eight years. I took a 40% decrease in salary, Jeff took a 60%, and we’ve lost our pensions. As I describe in the book, many of us are the working wounded, it’s a real testament to the nature of our dedication to flying that we’re still working in this field. People don’t want their pilots worrying about their second job that they need to pay their mortgage. One of my messages is that is that many people who run airlines now are financially trained and I think they’re all too often removed from what it’s like to fly an airplane.
Was it difficult writing a book and talking to so many people about your experiences?
No, because the concept I used when I started the book was that I knew that it had to be more than just the story about the flight–that people had already heard that. I had to get it inside of my head, how I had only 208 seconds and how Jeff and I communicated and made the decisions we made. It had to be a survey of my life and what it was about this that prepared me to face that challenge that day and to face all this attention in the aftermath.
And what did prepare you for this? Was it all your years of flying from being a teenager in a crop duster’s plane to being in the Air Force and flying an F-4 Phantom?
What had really helped was that I had paid attention over the years. One of the things that makes flying large jet engines–which are bigger, heavier–difficult, is that you need to pay attention to that energy and power and know how to manage it. I was also running through a host of facts and observations that I had filed away over the years, giving me a broad sense of how to make this decision which was the most important one of my life.
And one of the decisions was not to return to LaGuardia?
It would be an irrevocable choice and it would have ruled out every other option and it would have had catastrophic consequences for both everyone on the airplane and who knows how many people on the ground. I also knew that whatever happened we would need a serious rescue effort and I knew that the water rescue resources at LaGuardia were just a tiny fraction of those available on the Hudson between Manhattan and New Jersey. As a fighter pilot I had had to pay the closest attention to everything because life and death could be separated by seconds and by feet.
–Interview by Jane Ammeson, Red Editorial Staff