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萨伦伯格

切斯利B萨伦伯格.三世(Chesley.B.Sullenberger),生于1951年1月23日,美国飞行指挥员、飞行教练,萨伦伯格全名时切斯利B.萨伦伯格(Chesley.B.Sullenberger);2009年,他成功将一架发生鸟击后双发失效的A320迫降在哈得孙河上。

1951年出生于美国得克萨斯州。

1969年中学毕业后,萨伦伯格进入美国空军学院,学习驾驶滑翔机。

1973年,他从空军学院心理学和基础科学专业毕业,此后又攻读了美国普渡大学的工业心理学硕士和美国科罗拉多北部大学的公共管理硕士学位。

1973年到1980年,萨伦伯格在空军驾驶F4战斗机,并升职为飞行指挥员和飞行教练。

1980年起,萨伦伯格退役进入太平洋西南航空(后为全美航空)工作。

2007年起,萨伦伯格机长成为安全依赖方法公司(Safety Reliability Method,Inc. (SRM)) 创始人,CEO.

2009年1月15日,萨伦伯格机长驾驶全美航空1549次航班起飞不久后发生鸟击事件,双发停车,无法返回机场。萨伦伯格机长冷静处置,成功将飞机迫降在哈得孙河上。全机155人全部生还。

2010年3月3日,萨伦伯格机长驾驶全美航空1167次航班由佛罗里达州Fort Lauderdale 飞往北卡罗来纳州首府夏洛特,完成了他最后一次飞行,从机长位置退休。机上副机长为和他一起将全美航空1549次航班迫降在哈得孙河上的Jeff Skiles. 六位曾经搭乘全美航空1549次航班的乘客也同机见证了萨伦伯格机长的退役仪式。机场空管,全美航空飞行员,机场地勤等均在航程中对机长退休送上祝福。

2009年1月15日,萨伦伯格驾驶美国合众国航空公司N106US号空中客车A320,从纽约长岛拉瓜迪亚机场飞往北卡罗来纳州夏洛特,但起飞约5分钟后便与飞鸟撞击,两个发动机停止工作。萨伦伯格驾驶飞机迫降在哈得孙河上,全机乘客及机组人员,包括一名9个月的婴儿和一个幼儿在内的155名机上人员全部幸存。纽约州州长帕特森称之为“哈得孙河奇迹”。

附:2009年1月15日全美航空1549航班全程塔台与驾驶员对话: [1]

The following is an excerpt of the transcript: (In the transcript Flight 1549 is sometimes mistakenly referred to as 1539 and 1529.)

Capt. Chesley Sullenberger (15:26:37): Uh what a view of the Hudson today.

First Officer Jeffrey Skiles (15:26:42): yeah.

Skiles (15:26:52): Flaps up please, after takeoff checklist.

Sullenberger (15:26:54): Flaps up.

Sullenberger (15:27:07): After takeoff checklist complete.

Sullenberger (15:27:10.4): Birds.

Skiles (15:27:11): Whoa.

(15:27:11.4): (Sound of thump/thud(s) followed by shuddering sound.)

Skiles (15:27:12): oh (expletive).

Sullenberger (15:27:13): Oh yeah.

(15:27:13): (Sound similar to decrease in engine noise/frequency begins.)

Skiles (15:27:14): Uh oh.

Sullenberger (15:27:15): We got one rol -- both of 'em rolling back.

(15:27:18): (Rumbling sound begins and continues until approximately 15:28:08.)

Sullenberger (15:27:18.5): Ignition, start.

___

Sullenberger (15:27:32.9): Mayday mayday mayday. Uh this is uh Cactus fifteen forty
  nine hit birds, we've lost thrust (in/on) both engines we're turning back towards LaGuardia.

LaGuardia departure control (15:27:42): Ok uh, you need to return to LaGuardia? Turn left heading of uh two two zero.

(15:27:43): (Sound similar to electrical noise from engine igniters begins.)
  ___

Skiles (15:28:02): Airspeed optimum relight. Three hundred knots. we don't have that.

Flight warning computer (15:28:03): (Sound of single chime.)

Sullenberger (15:28:05): We don't.

Departure control (15:28:05): Cactus fifteen forty nine, if we can get it for you do you want to try to land runway one three?

Skiles (15:28:05): If three nineteen...

Sullenberger (15:28:10.6): We're unable. We may end up in the Hudson.
  ___

Departure control (15:28:31): Arright Cactus fifteen forty nine it's gonna be left traffic for runway three one.

Sullenberger (15:28:35): Unable.

Traffic Collision Avoidance System (15:28:36): Traffic traffic.

Departure control (15:28:36): Okay, what do you need to land?

Skiles (15:28:37): (He wants us) to come in and land on one three ... for whatever.

Predictive Windshear System (15:28:45): Go around. Windshear ahead.

Skiles (15:28:45): FAC (Flight Augmentation Computer) one off, then on.

Departure control (15:28:46): Cactus fifteen (twenty) nine runway four's available if you wanna make left traffic to runway four.

Sullenberger (15:28:49.9): I'm not sure we can make any runway. Uh what's over to our right anything in New Jersey maybe Teterboro?

Departure control (15:28:55): Ok yeah, off your right side is Teterboro airport.

Traffic Collision Avoidance System (15:28:59): Monitor vertical speed.

Skiles (15:29:00): No relight after thirty seconds, engine master one and two confirm ...

Departure control (15:29:02): You wanna try and go to Teterboro?

Sullenberger (15:29:03): Yes.
  ___

Sullenberger (over public address system) (15:29:11): This is the Captain brace for impact.
  ___

Departure control (15:29:21): Cactus fifteen twenty nine turn right two eight zero, you can land runway one at Teterboro.

Skiles (15:29:21): Is that all the power you got? ... (Wanna) number one? Or we got power on number one.

Sullenberger (15:29:25): We can't do it.

Sullenberger (15:29:26): Go ahead, try number one.

Departure control (15:29:27): Kay which runway would you like at Teterboro?

Flight Warning Computer (15:29:27): (Sound of continuous repetitive chime for 9.6 seconds.)

Sullenberger (15:29:28): We're gonna be in the Hudson.

Departure control (15:29:33): I'm sorry say again Cactus?
  ___

Departure control (15:29:53): Cactus fifteen forty nine radar contact is lost you also got Newark airport off your two o'clock in about seven miles.

Enhanced Ground Proximity Warning system (15:29:55): Pull up. Pull up. Pull up. Pull up. Pull up. Pull up.

Skiles (15:30:01): Got flaps out.

Skiles (15:30:03): Two hundred fifty feet in the air.

Ground Proximity Warning System (15:30:04): Too low. Terrain.

Ground Proximity Warning System (15:30:06): Too low. Gear.

Skiles (15:30:06): Hundred and seventy knots.

Skiles (15:30:09): Got no power on either one? Try the other one.

Radio from another plane (15:30:09): Two one zero uh forty seven eighteen. I think he said he's going in the Hudson.
  ___

Enhanced Ground Proximity Warning system (15:30:15): Caution terrain.

Skiles (15:30:16): Hundred and fifty knots.

Skiles (15:30:17): Got flaps two, you want more?

Sullenberger (15:30:19): No lets stay at two.

Sullenberger (15:30:21): Got any ideas?

Departure control (15:30:22): Cactus fifteen twenty nine if you can uh .... you got uh runway uh two nine available at Newark it'll be two o'clock and seven miles.

Enhanced Ground Proximity Warning system (15:30:23): Caution terrain.

Skiles (15:30:23): Actually not.

Enhanced Ground Proximity Warning system (15:30:24): Terrain terrain. Pull up. Pull up. ("pull up" repeats until the end of the recording).

Sullenberger (15:30:38): We're gonna brace.


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