Jared Weiner, Pebb’s Vice President of Development & Acquisitions, joined the family business in 2004. Weaver, an expert in Midwest real estate, had joined Pebb just eight days before the crash, Jennifer Smith, a Weaver family spokeswoman said. “I’ve been in shock because Andres was a good pilot, a good friend and a great father,” Saltos told the Miami station. 10 that Chavez was a native of Colombia who had been flying for 15 years. The pilot was identified as Andres Chavez. That also explains why Flight 1549 is referred to in the transcripts as AWE1549.ĪWE have long been the call letters of America West.Other fatalities include employees Diane Smoot, 50 Diana Suriel, 32 Nick Weaver, 36 Gary Shapiro, 35 and Thomas Jay Virgin, 31. Cactus was America West’sĬall (perhaps because the airline is based in Tempe, AZ), and after the merger, it eventually became the call sign of US Airways. For those wondering why US Airways jets would be referred to by the call sign Cactus, it stems from the 2005 merger of US Airways and America West. All times are in Greenwich Mean Time, which is five hours ahead of Eastern Standard Time. transcript of the communications between the plane and New York Tracon, or Terminal Radar Approach Control. We had a Cactus Airbus go down in the water.īelow is the F.A.A. La Guardia: You get anybody you send them right into the Lincoln Tunnel. La Guardia: Get me a Police Department helicopter if you got one on your frequency right now. La Guardia: Get me a Police Department helicopter. The La Guardia control coordinator immediately reached out to Kennedy International Airport air traffic control:ģ:30:48 p.m. Going to need to, um, alert the New York and New Jersey Port Authority police over there. We see somebody low level in the Hudson river below 400. La Guardia control coordinator: O.K., listen, ah, we’re going to tell you something important. Just after the Airbus cleared the George Washington Bridge approaching its water landing, the La Guardia control tower coordinator reached out to the Port Authority:ģ:28:53 p.m. All of the 155 people on board survived.Īs the plane went down, air traffic controllers moved quickly to organize an emergency response - an exchange that is captured on another tape released Thursday called the “ Cab Coordinator Position Audio.” Soon after, a helicopter inįlight reported that the airliner, an Airbus A320, was down near the Intrepid aircraft carrier, which is moored at 46th Street. His last communication was at 3:29:28, a few hundred feet over the Hudson. “I’m sorry, say again, Cactus?” the controller said.īut Captain Sullenberger had more serious problems that no controller could help him with he did not radio back. “We’re going to be in the Hudson,” the captain said. He was given a routing to that airport, but then replied simply, “We can’t do it.” The other La Guardia runway was also available, the controller said, but Captain Sullenberger replied, “I am not sure if we can make any runway.” He asked about “anything in New Jersey, maybe Teterboro?” “Unable,” Captain Sullenberger responded, in standard pilot phraseology. The controller offered him coordinates from his position to the runway. Running through an “engine restart checklist.” Talking on the radio is usually the job of the other pilot, but in this case the first officer, Jeffrey B. New York Tracon La Guardia Departure: Cactus 15-29, if we can get it to you, do you want to try to land runway 1-3?ĪWE1549: We’re unable, we may end up in the Hudson.Ĭaptain Sullenberger was in the unusual position of both flying an airliner and working the radio. His voice was urgent but not evidently stressed, until he, too, bungled the call sign, calling it “1529.” The controller turned his attention back to the airplane at 3:28:05 p.m. Captain Sullenberger acknowledged, and the controller, inĪ windowless radar room at the New York Terminal Radar Approach Control in Westbury, L.I., used a land line to reach the control tower. The controller replied instantly, “O.K., yeah, you need to return to La Guardia, turn left, heading of, uh, 220,” that is, further to the left. Is the correct sign for US Airways, but he was Flight 1549, not 1539 or 1529, as the flight was occasionally called, incorrectly, at various points in the tape. If there was a sign of stress, it was that the captain had fumbled his call sign “Cactus” His cadence is brisk, in the clipped syntax that is normal for communications between cockpits and controllers. In a deep, measured voice, Captain Sullenberger said, “Ah, this is, uh, Cactus 1539. At 3:27:32 p.m., a scant 2 minutes and 32 seconds after the flight was cleared for takeoff by the tower at LaGuardia, Captain Chesley B. The whole exchange takes less than two minutes.
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