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2019年3月16日土曜日


COSTCO


okay I'm not sure a man who's been entertaining a group of stories and keeping
these wraps faces out of their laptops needs an introduction I also don't think
that Mike's working so I'm going to just talk how about this Oh photo op here we
go again we can improvise this is awesome it is so I'm Karen May for those of
you I don't know oh wow what an introduction I manage our talent team which is
leadership development Learning and Development talent management and so forth
and so what an honor for me to introduce this man I'm so close to to introduce
to you Sully Sullenberger who you may you may know as a hero and you may think
of when you think of the word hero but you may also think of as a leader as a
man who's an expert who's responsible is creative and who's able to lead a team
through a significant crisis to a very good end right yes he's standing here a
very good end but I wanted to highlight three other characteristics leadership
characteristics that really matter the first is that he's a curious man even
after extraordinary success he stays curious and the second is that he's focused
on learning from others even people who are quite different from him and then
the third is that he seeks to share that knowledge to share what he learns he
actually took this book that he wrote making a difference the one he's here to
talk to us about as an opportunity to interview people eleven people that he
admires leaders that he admires and to learn from them and then in turn to share
what he learned with the world and he's here today to share that with you and
what an honor for us so thank you thank you very much that was a very nice
introduction thank you I'll try to live up to it but yeah I I have been
intellectually curious my whole life and in the introduction to the second book
making addicts stories and vision and courage from America's leaders I talked
about why that's the case or why I think that's the case and one of the reasons
is that even before my birth my family valued education all for my grandparents
and these are people who were born in the 1880s and 1890s in the 19th century
went to college and that was especially remarkable for women of that era my
mother was a first grade teacher in the small town in Texas where I grew up just
a first-grade teacher for 25 years and so from her you know I got a wonderful
lifelong gifts of a love of reading and of learning and those of certainly well
throughout my career and so I've tried to do what I've encouraged others to do
and that's to continue to invest in yourself so never stop learning never stop
growing either professionally and personally throughout your life and I think
that's become a necessity now my cousin with the pace of change only
accelerating I think most people cannot get through an entire working lifetime
with just one skill set we have to keep learning have to keep growing sometimes
reinvent ourselves like I did on January 15 2009 till to learn very quickly a
way of living this entirely new life on January 15 2009 I had never given that
public speech in my life never wanted to I was convinced I wouldn't be good at
it I had never written the book I've been a professional pilot but it's a
curious and so I approached these these new careers and I have four of them now
to replace the the airline career I left as after 30 years two years ago as a
speaker as an author as a consultant to industry and as a CBS News aviation
consultant I approach that with the same discipline the dillons I did my flying
career and we seem to have lost the speaker in the room or has it just been this
had just been muted is it better without it okay I've got just enough that you
can hear me let me know if you if you can't yeah okay so so why this book and
why now I think like like the first book like highest duty my memoir a lot of
this book was already in me that I had lived my life in a way that had prepared
me without knowing it for that event and for all this attention there's a public
figure in the aftermath I'd been thoughtful you know I grew up in an environment
in which ideas were important in which education was important and strivings rec
from for excellence was expected of me and so yeah I when I when I had these
amazing opportunities to travel the world and meet world figures the last three
years and I began to hear these very personal stories he's moving and inspiring
stories sometimes funny but all all of them you know really really incredible
about people who have changed the world who have changed the lives of others and
done amazing things I just had to share them I had to put them on the page and
so that's that's why and I intentionally chose a very diverse group of people
from a variety of walks of life younger and older men women some well-known some
you've never heard of but all people I admire and respect all people who have
certain things in common one of the things they have in common is that I think
they all view the world the same way they view the world as an opportunity for
good and there are people who are willing to serve a cause greater than
themselves greater than their own immediate needs they're people who like one of
them literally says they're able to check their ego at the door they're able to
do things for the right reasons and they're able to elite people you know I
think people deserve to be let they want to be led we may manage things we may
manage money but we must lead people and that requires human skills now some
especially in really evidence-based domains and I've done a lot of patient
safety work to trying to apply what we've learned over the last century and
aviation to medicine some in these evidence-based domains like Edison met at
medicine think of these human skills as soft skills as opposed to hard skills or
clinical or technical skills but they're not really soft skills are human skills
and and even in medicine even in the evidence-based domain like that these human
skills have the potential to save more lives and technical skills too because
much of what we're seeing in medicine right now is we have like in so many
industries we have islands of accents islands of excellence in a sea of systemic
failures we have some areas that are doing very well some they're very safe and
some that are not and so I think these human skills are very important and now
when we at the society are facing huge and intractable and ambiguous and
complicated problems that are going to require generations to solve we need
people now more than ever who can feel a sense of civic duty who can be willing
to share sacrifices who can give us a vision of a possible future and help us to
get there and be as Jennifer Granholm says a former michigan governor got
profile in the book who can be more pragmatic and less dogmatic so you know with
that in mind i can i'll tell you a few stories about some of the people in my
profile and why it shows them and i'd like to open it up into a wide-ranging
discussion about what these people mean what they've done and what we can learn
from them and and take away as everyday things we can use in our lives and and
one of the things i wanted to do in this book is to make it accessible you know
there are our shelves full of leadership books but many of them are written by
or for CEOs or salespeople but this book is for everybody whether you have a big
job or a fancy title or not that you know everybody can learn to be a leader and
everybody can learn to be a better leader than they are currently the very first
profile I do is of Admiral thad Allen you may know the name he's a recently
retired Coast Guard commandant just about a contemporary of mine and they get
your two older it's been his whole life you know serving others saving lives and
he was the one brought in in the darkest hours of the federal response to
Hurricane Katrina to turn it around it was in chaos it was uncoordinated the the
the rescue workers were being beaten up in the press on a daily basis they were
completely demoralized and so when he finally got to New Orleans he turned to
his military aide who happened to be interestingly enough named Katrina and and
she said well Admiral now that we're here what are you going to do and he said
I'm going to do the first thing that any new commander does I'm gonna call an
all-hands meeting and she said Admiral there are 4,000 people in this building
he said well I want you to gather as many of them in one place as you can and I
want to talk to them right now and so on the first floor this large building
they get their 2,500 people and as he entered the area he saw faces almost
hanging on the floor and so he stood up on a desk he grabbed a microphone and
then with a very simple message in just a few words he said I want you to listen
to me I'm going to give you a direct order I want you to treat everyone you
encounter as if they're a member of your immediate family as if they were your
father your mother your brother your sister and if you do that two things are
going to happen first if you make a mistake you're going to err on the side of
doing too much not too little and second if anyone has a problem with what
you've done then their problems with me and not with you and you said you could
hear huge collective sigh of relief people actually began to weep because nobody
before that had told them that what they were doing him was important or why or
that their boss was behind them and then just a few words he had done that we're
a very graphic exercise of leadership by his personal example and he did the
same thing again with the BP oil spill in the Gulf and with the response to the
earthquake in Haiti in 2010 and that's just one story on one profile in the
first chapter in the book and there's some mini there like that Robert rice was
here I know it and spoke to you last August I had an extended conversation with
him I've admired him for many years and my conversation with him at his office
over at Berkley was by far the most intellectually stimulating of them all it
was almost a Socratic dialogue and we talked about many themes he talked about
where he got his inspiration he's a little bit older than I and in the early
1960s during the civil rights movement one of his close friends a mentor a man a
little bit older than he is Mickey Schwerner who you may remember was murdered
along with two other civil rights workers in Mississippi that letter to the the
story in the end the movie Mississippi Burning and when when Roberts when Bob
learned about this man's death it shocked him to the core that such evil could
exist in our country in this time and he he made a promise to himself that he
would do what he had the inclination to do and what he said was an assumption
that he would do he would assume that he would spend his life in what he calls
public service now that sounds like an archaic term doesn't it there's not one
we come on they'll hear these days but that's it's literally what he means that
he intended to spend his life serving the public it wasn't that he was going to
go into politics to become a politician or to work in government his goal was to
public servant which is what he did he relates to me another example of his
personal leadership when he first got to the Labor Department as the new labor
secretary under President Clinton he had a meeting with his staff and he opened
it up to questions a large group of employees at Labor Department and someone
asked mr. secretary why do we still have time cards why do we have to mess with
that what's the purpose of that and so he canvassed his ik lieutenants and they
decided that there really wasn't a purpose to the time cards and so he said okay
starting next week no more time cards and people were stunned but then more
suggestions came and people became more engaged and had other ways to make
things better and more productive and more useful and one of the best ideas that
came out of this kind of meeting was - as changes to the economy took place to
try to very quickly identify which jobs were likely to go away and never come
back and which jobs in which someone could be quickly retrained to do something
else similar and then redeploy the forces and the resources to do the most good
the BA cents are you doing triage one name that you haven't heard is sue
Sheridan and through my patient safety work I became familiar with her story
through a physician friend of mine sue Sheridan is a mother of two from Boise
Idaho and the reason that profiled her is because sure her family endured two
awful and preventable medical tragedies first her son Cal when he was born as
many babies do became jaundiced he wasn't diagnosed he wasn't tested he wasn't
treated in time and he he suffered brain damage he has cerebral palsy and he
requires special care the rest of his life and not long after that her or her
husband Pat had a tumor that they were initially told was benign he had surgery
to remove of it as much of it is that this could be done and then when the tumor
recurred the surgeons at that time wondered why he wasn't treated for cancer
earlier at the time of his first surgery and they kept saying well because we
were told it was benign and after about the third or fourth doctor or per
solitaire pathologists asked her the same question why wasn't he treated earlier
for cancer she went down to the records room and checked out his records herself
and saw in the original pathology report malignant sarcoma and so again a
systemic breakdown in communication led to a fatality and as he was dying he
made her promise to go kick some ass to save others from that fate and to change
the world and so rather than devolve into bitterness anger and despair as many
would feel every right to do she educated herself she gained allies she took on
the often imperious medical establishment as a mom and she single-handedly
managed to change the care that we give newborns globally and she now has a new
job that I helped her get as a patient safety advocate as part of the World
Health Organization it's amazing what people can do and they choose to so so
that's that's why I wrote the book and and for me that that's what it's about is
that each of us can choose to do these things each of us can learn to be more
fulfilled at work to be better leaders at home at school or at work so I'd love
to take your questions we have some mics that will pass through the room and if
if we all can't hear you clearly then I'll love repeat the question right over
here yes sir I've never seen you before good to see you again good to see you
again thanks for coming you in terms of making it a difference you've been
single day went from being an airline pilot getting ready to retire to becoming
an advocate for aviation safety I'm wondering if you've been making the use of
this the bully pulpit to say these are things that we are seeing wrong with the
way airlines are regulated with the way pilots and flight crews are being
compensated recognized are you starting to see any any progress and he was from
policy makers and from gear - to network some the answer in order is yes from
some of the policy makers and pretty much no from the industry we have in this
country a formal lessons learned process through the National Transportation
Safety Board an independent federal agency that investigates major
transportation accidents not just Airlines but rail pipeline highway and others
as a result of the final report on flight 1549 the final report was issued just
about two years ago some two dozen recommendations were made to make the state
of the system safer to make this common accident less likely to happen in future
and let me ask you what you think the result has been of those two dozen
recommendations made by this independent agency that is charged with making the
rezident recommendations but cannot themselves implement them it's it's the
province of our regulatory agency the FAA to change the rules and the airlines
to adopt them of the two dozen how many you think have been implemented thus far
how many think that half have been raise your hands I may think five have been
gosh you guys are a cynical budge how many think to have been okay and how many
think one has been does anybody think none has been you're right you're right
thus far none of the recommendations has been implemented and so to get back to
your question right now aviation is ultra safe but if we're going to keep it at
that level and make it better which is what our what we should be doing because
our passengers deserve an expected we've got to do more work than we're doing
right now unfortunately just a month after our flight in February 2009 in
Buffalo New York there was a crash that claimed 50 lives the continent
conduction coal canary 3407 49 on the airplane and one person on the ground
who's whose house the crash hit the families of the victims of the Colgan air
crash have been ardent and tireless advocates of safety and they've been very
active on lobbying legislators on the Capitol Hill they've been lobbying the
airline industry and it's largely through their efforts some help from me and my
first officer of my flight Jeff Skiles that we've got through the Congress two
bills they were that passed in fall of 2009 in the summer of 2010 that have
required greater experience for pilots especially young pilots with regional
airlines from the unbelievably low minimum level now of 250 hours to be in turn
on pilot on this laughing it's laughably small to at least 1,500 hours and also
to improve the rules that prevent pilot fatigue but you know what the airline
industry and their lobbyists are fighting as hard as they can tooth and nail
they're spending millions of dollars to fight this to weaken it to delay it to
kill it I've had them cursed personally call me liar I've had them you know
fight everywhere they can to say that this isn't necessary that we that we
really it's okay the way it is it's good enough and of course it isn't so we're
fighting entrenched interests to have a big financial stake in the status quo
and and I don't see that's that's happening anytime soon and unfortunately in
our society like every other it almost takes a crisis to focus the public
attention and the political will to get these things done and as we as we recede
in time from these events and we get back to business as normal and and those
that were opposing can say well we haven't killed anybody lately so we're doing
everything okay and ever and we're saying you can't define safety only that way
you have to look proactively at the risk and mitigate them it's gonna be an
ongoing battle yes sir it seems to me like the NTSB is unusually competent and
effective if underpowered where is the FAA suffers from regulatory capture and
terrible inertia and bureaucracy you can be forgiven forgiven if you want to
punt on this question because it's political but why do you think that the NTSB
has that spark where I think it's it's twofold first the NTSB is an independent
agency it's somewhat more insulated from the political process although not
completely by any means and also just a practical matter the rulemaking agency
the FAA is the one that's when impose costs on the operators it's the one that's
going to make the rules that determine how much it cost them to operate in
accordance with the new standards how inconvenient it is for them and of course
the industry and their lobbyists are finding anything that's that's deemed to be
either the least bit more costly or the least bit more inconvenient for them and
that they view as a regulatory burden quite frankly and so I think it's just a
matter of practicality it's the rulemaking process that where the where the
differences are made and that's where the costs are going to be felt so I I
think it's not just the FA I think that many of the federal agencies have that
problem and I I think it's whether it's in the financial world where we're
seeing these kinds of things happen or on Capitol Hill the influence of money is
is too great in our society and I'm not going to put on a political question
even though this is not a really political book I don't shy away from a spring
answering or dressing important questions that people care about that affect our
lives and there's the the influence of money is too great in our entire
political system and it's even worse now after that wrongheaded Supreme Court
decision in citizens united that gives corporations the ability to donate
unlimited sums and super PACs and it disenfranchises the rest of us because the
lobbyists can get the rules written in their favor and it's not in the favor of
the traveling public it's not in the favor of the average American it's in favor
of specific industries or specific companies notice can you do you know of any
recipe to have more agencies like the NTSB that could perhaps help to regulate
the financial history and some the other risk areas I think having longer terms
would help and having appoints appointees that are more based on competence and
not political affiliation again I get to Mike I could get back to my eye my
response to when people have on occasion ask me my political affiliation and I
anticipated very early on I mean three years ago plus if that question would
eventually be asked I've been shocked and surprised that has been asked only
twice in three-and-a-half years but I had a ready answer and it's not a flippant
one it's it's a real answer when people ask me if I'm a Republican or our
American or a Democrat I say I'm an American and I think as an American and that
vote as an American I wish more of us did that yes man back here in the back I'm
sorry we have someone else first quick for the mic and you're loaded for all
super you talk about your daughter I'm just curious to share with us how
appendage through your own personal example by modeling the behavior you want to
see in them they are not going to listen to what you say as much as what they'll
watch what you do and from our daughters now in 1917 and my wife is a wonderful
partner a wonderful mom and I think part of the reason that they've turned out
the way they are is it's in their DNA and amaya daughters are adopted so they're
not biologically related to us directly but you know part of who we are is our
DNA but that's only a part of it but my wife has done a great job of being there
for them mentoring them we read to them that from a very early age and cuddle
with them even before they could understand the words and it was it was refund
to see them then try to quote read even before they could through their stuffed
animals or their dolls or the young all the older one - the younger one
mimicking what we had done with them so I would say just just act around them
the way you want them to act in every way the words you choose the way you treat
shopkeepers or people on the you pass on the highway whatever it is they will
notice what you have done it's one of the things I say in the book about my time
as a captain and practicing for 22 years as a captain out of my 30 years as an
airline pilot meeting a new group of people a new crew every week and trying to
quickly take this collection of individuals some of whom may not even know each
other and form a team so if something bad happens in the first takeoff we can
work together effectively and solve the problem and and I say in the book that
that few interactions with others went unnoticed or were completely real a
consequence people noticed those things they or as I say about my friend Chris
who died of cancer three years ago and I spoke at his memorial service Chris was
able to live his life in such a way that his values were apparent he didn't have
to tell you what he believed you could see in his actions and his toots why here
that would be good I think yes over here right thank you oh gosh that's a great
question fortunately just about everybody I asked to interview said yes they
were very anxious to be a part of this progress process which was wonderful are
there stories that I would like to have included they didn't have time to well
there was yes absolutely there was one I touch on briefly one of the people I
really wanted to interview and wasn't able to make our schedules mesh was now
the Secretary of Veterans Affairs the former four-star army general chief of
staff of the Army Eric Shinseki he as a young infantry officer in Vietnam badly
wounded lost part of one foot served with distinction throughout his entire
career rose to the highest rank in the army and as as now as Veterans Affairs
Secretary trying to do his very best to give the best care for our veterans if
he can one thing in particular really caught my attention about him in terms of
his personal moral courage early in 2003 before the marched invasion of Iraq he
was asked to testify before Congress about the numbers of ground troops that
would be required to to control the pacify the country after that the invasion
phase was over he testified truthfully Kortright Lee about the fact that several
hundred thousand would be required which was a much larger number than then
Secretary of Defense Donald Rumsfeld was publicly stating along with the rest of
the administration and he paid a political professional price for that ended up
retiring and leaving and not being able to continue and I think that was just a
perfect example of the kind of moral courage that I'm talking about that I
admire many of these people I would like to have told more of his story and
Andrian personally and I wasn't able to to make our our schedules work all
opportunity that's a great question it's a it's a it's a big question I'll try
to to distill it down to its essential elements what happened to us On January
15 2009 on flight 1549 was extraordinary it was very rare statistically to have
an airliner hit either so many birds or such large birds that it basically
disabled it and damaged the engines it turns out in reparable ii when leading to
an engines out emergency landing in water just 208 seconds after we hit them
just under three and a half minutes so that was something was a novel and
unanticipated event for which we had never specifically trained so it was very
much outside the box and there there wasn't an exact protocol to follow in that
case and so yes it required a great deal of it improvisation it required a great
deal of deciding that many of the things that were taught to do in less dire
situations weren't really appropriate in that situation I'll try to go through a
few of them up really quickly the fact that this happened so soon just 100
second time to take off at such a low altitude about 2,700 feet with so few
options over this one of the most densely developed populated areas of the
planet Manhattan meant that we had to act very quickly very decisively to make
tough choices to get them right immediately based upon imperfect and ambiguous
information the big advantage that we had was that unlike some other situations
unlike Air France 447 for example where there was some ambiguity about exactly
what was what's going on we knew clearly exactly what had happened exactly why
and what that entailed for us there was no doubt about what had happened so that
part of the situation was actually very clear and relative easy the difficult
part was that the stress levels were so high that they were marginally
debilitating it didn't leave me with the ability to do the math on the altitude
and distance quite frankly so what I did was I I relied upon my my experience of
having flown thousands of flights 20,000 hours and I was able to look out the
window over my shoulder look at the the nearer runways and say no and be right
very quickly under those conditions was remarkable because the NTSB as is their
Charter spent a year and a half thoroughly investigating every aspect of this
including computer simulations to determine if theoretically we had enough
energy we had enough altitude speed you know the 1/2 MV squared part of it the
kinetic energy to make it to a runway taking into account human reaction time
turns out we did not buy a little bit and so after after you know never when you
were a kid and they would say don't get into trouble we'll put it on your
permanent record well if there is such a thing is probably having an NTSB report
written about you were they were they were they they literally scrutinized for a
year and a half every thought that we had every syllable we uh turd every choice
we made every action we took and to have us be vindicated after that process I
was very happy with one of the other things that we did that's not typical is
you know in a less dire bird to see it's thought best and based upon the data
we've we've had the studies that have been done for the captain not to fly the
airplane but to be the decision maker to take in the whole situation be aware of
all this of all the critical parameters to make a choice announce it and begin
directing the first officer to take certain actions there wasn't time for that
the workload was so intense the time pressure so extreme that Jeff Skiles my
first officer night never had time to even discuss the situation we had to
simply act and so it was best that I fly rather than time to tried to direct him
because there wasn't time and so I called for the checklist I began making a
left turn started taking actions by memory because there wasn't time to again
one of the other protocols we we deviated from was rather than then wait until a
minute plus later over a third of the way through the remaining flight time when
we finally got to this part of the checklist where we first would heart start
taking remedial actions like turning on you an engine ignition starting an
auxiliary power unit to provide a backup source of electoral generation I took
them in the first two seconds by memory so but there were several ways that we
deviated from the normal course of things just due to the exigencies and that
was critical had I not done so he couldn't have had as good an outcome so yeah
there were this whole thing was one series of improvisation after another but
done based upon you know 42 years applying $20,000 in the air and having a clear
understanding of the end state I was just going to achieve and knowing what what
and knowing which options were possible which ones were not by looking out the
window I'm being right that's what we did now there was a question up here that
we've been neglecting I'm sorry one more time what could you suggest engineers
who are working on safety critical systems a couple of things to do it I would
say the engineers who are working on safety critical systems to realize that
just as in medicine just as an aviation just as in many other critical
industries of what we have now are human technology systems that must function
together seamlessly and we need to involve the end users as early as possible in
the system design we need to take advantage of the limitations and the abilities
of the technology and of the humans and assign them appropriate roles
accordingly for example in aviation as in many domains technology is great it
affords us wonderful functionality wonderful displays of information high levels
of integration of electronic connectedness but the downside of that is that
technology for the most part can only do what has been foreseen and programmed
it's humans who can innovate and by way my favorite definition of innovation is
changing before you're forced to by a regulation by competition by circumstance
and so what we did that day was to innovate and and some of the technology
helped us to some extent but it was basically hand manually flying making
choices you know in terms of our human capabilities so I would say keep the
human factor in mind that you could your engineering can be top rated first-rate
and if you don't take into account sufficiently or appropriately the how how
humans are going to use it the fact that humans are going to make mistakes and
your systems need to be tolerant of that and make them as least likely as
possible then you can still fail and fail spectacularly if you don't do that yes
sir with that in mind how do you feel about Airbus's program flight envelope III
the short answer us I prefer Boeing's philosophy which is that when you approach
certain limitations it will warn you it would be this this dick may shake or it
may make a noise but if you must go beyond that to avoid hitting the ground to
avoid a collision it's possible to do so people have asked me if if we would
have had a similar outcome in a Boeing airplane that day my answer is I think we
would have as long as it was you know the the general geometric layout it was
similar the airplane shape and size was same where we would had a similar
outcome the the Airbus I was flying was a fly-by-wire airplane in which there's
no longer a direct mechanical connection between the flight controls in the
cockpit and the flight control services in the wings the tail instead there are
flight control computers that interpret and mediate the pilots inputs and then
send electrical impulses to actuators that move the control surfaces the the the
flight envelope protections that the Airbus fly-by-wire system affords us we
didn't need because we never got to the maximum zat which it would have
essentially protected us from exceeding certain limitations and it in one
important way it hindered us and this has not been well told what loan and we
look at the digital flight data recorder that has all kinds of streams of data
of all the flight control positions altitude airspeed acceleration etc and in
the last four seconds of the flight that's right before we touched down I I was
not yet achieving the maximum lift from the wings I was commanding more pulling
back the left on the stick and the flight control computers prevented me from
getting more lift therefore we hit harder than we have there was more damage
underneath where water came in sooner one structural piece of metal was driven
up through the back floor which cut doreen Welsh's the flight attendants leg and
so that was not the way we were trained it would work and it turns out there's a
little known software feature known only then to a few airbus software engineers
and to no pilots no airlines that this was the case it's called a few going mode
and it was not the way we were trained to your plane should work apparently it
is the way that joins the airplane does work but that was not apparent to us and
so in that sense it hurt actually hurt us no he's asking if we were indirect law
and there were there are there are three categories of sophistication that are
possible in the Airbus flight control system the highest level the normal level
is called normal law in which everything is working and all these flight
integral or protections are intact it prevents you from going too fast or too
slow anything I was too high or too low with too much Bank too much acceleration
in terms of G an alternate law you have some of those protections not all of
them that's a degraded mode but the flight control protections are still
somewhat active indirect law none of the flight control protections is active
it's possible to aerodynamically stall the wing it won't protect prevent you
from doing that and it flies more like a more conventional airplane now we say
to normal all the entire time that caused in the first two seconds I started to
our airplanes auxiliary power unit and by the time the left engine rep speed
RPMs deep decayed below the point at which they'd left generator can quit
continuing power or electrical buses the APU generator was on line and so we
remained in Roma law all those protections were in attack we don't hear about
okay all right let's see who else there must be some others yes sir right here
you had mentioned about increasing flight time the firemen yes so what kind of
advice how do you get from to if you want to be a pilot how do you get from 250
hours to 1500 hours well that's I think you'll do the same thing that we've
always done and if you don't go through the military which there are fewer
options now and even if you decide to go that route you owe the military more
years I think up to 12 now versus the 5 or 6 it used to be you'll have to do
something else but there are jobs out there and I think in one way there
probably are a few better situations it used to be that you would go to one type
of an operation to flies and maybe be a flight instructor and small
single-engine propeller airplanes for a while and you would change companies so
you go somewhere else to fly as copilot in a turboprop doing the charters and
eventually you would fly a Learjet someplace else now there are a few more
operations where it's more vertically integrated and you'll have more options to
progress within that same company but it's it's a difficult thing to do you're
right it's but there are options spite of what the regional airlines Association
lobbyists say there are options besides just flying banner toll along the beach
or being a flight instructor in small single-engine airplanes but it's always
been hard and it's no easier now but does it really matter I mean do you would
you want to put your kids on an up regional jet where the first officer has 250
hours I wouldn't I mean it doesn't matter how hard it is it's what's required
yes do you think a less experienced pilot and ahead of her I think it would have
been much harder I think in every way whether it had been night whether it did
it still been snowing whether we were a little bit further from the river and if
any of those things had changed they would have been much harder and had I had
with me well I'm assuming you're talking about both pilots had had the captain
been less experienced it might not have been as hardwired in his or her brain a
way of synthesizing a lifetime of experience in training to come up with the way
to solve this new problem you'd never seen before in 208 seconds had I had a
less experienced first officer I still wouldn't have had time to direct them so
it would have meant I would have had to do more things myself which I probably
really couldn't have done there was I was maxed out and I would have has much
help because Jeff Skiles had also been a captain before on a 737 before all the
cutbacks forced him back into the right seat to be a first officer again he also
had 20,000 hours of flying time like I did and so he intuitively it immediately
grasped the situation as it develop as I did I didn't have to tell him what was
going on he saw it we knew it he was able to listen to my conversation with the
air traffic controller on the radio and infer my intent he knew intuitively and
immediately to shift his priorities on his own initiative I didn't have a chance
to tell him laid in this light - stop trying to regain usable thrust using the
checklist but with what turned out to be these irreparably damaged engines and
instead by it calling out airspeed and altitude to me he helped me judge that
final critical maneuver the height above the river judging and visually at which
I began raising the nose to start to land if I waited too long we'd hit too hard
wouldn't have got the nose up enough if I began to raise the note too soon we'd
get to slow and drop it in and it too hard so he had to call out the airspeed
altitude to me to help being judge that critical so it had either one of us been
not as experienced we we could not have had as good an outcome and everything we
everything every part of it would have been harder that's why that's why you
know we we make it look so easy being an airline pilot because so much goes so
right so much of the time but at any given moment you have to be able to handle
whatever the cosmos throws at you even if it's never been thought up before and
you get it right the first time that's our job and that's why in spirit
experience matters are we out of time

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