The Incredible (Formerly Invisible) Materializing Canada Goose Feather

There are no errant bird feathers or organic bird matter in the Hudson River.

Only H2O with a dash of sea salt. The U.S. National Transportation Safety Board is tacitly clear on this.

In the NTSB’s view Cactus 1549 plunked down into cleaner than natural spring water Hudson H2O with a dash of salt. Since no bird feathers and organic bird matter exist in the Hudson, at least not under NTSB ecology rules, all feather and organic bird matter discovered in Cactus 1549’s engines had to be brought and introduced to the river by these engines that ingested the feathers at 2800’ over the Bronx, making their introduction an ecological and Neornithe first in Hudson River history.

The Airbus Industrie 320 touches down on runways at 140kt to the relative wind when landing, give or take 5kt. In metric conversion just under 260km/h and essentially the speed that Cactus 1549 with a slight tail/cross wind combo touched down on the Hudson with the empennage underside contacting first, then more of the underside, then both engines gulping in crystal clear refreshing Hudson H2O with a pinch of salt under NTSB rules since the bottom hemispheric half of the engine intakes are slung beneath the fuselage bottom. http://www.airliners.net/aircraft-data/stats.main?id=23

A decent dishwasher shoots hot water at dishes and cutlery at about 70kt from pinholes on the spray armature(s). The CFM (Snecma and GE Aviation) 56-5B turbofan front intake diameter is nearly as wide as the average human adult is tall, it can accommodate hundreds of thousands of tiny dishwasher water jet sprays to form essentially a mini tsunami, and at 140kt this CFM dishwasher is a super industrial plate rinser. The inrush force of thousands of gallons of water at 140kt, tearing through the intake fan blades, outer bypass areas, with core water compressed by the Venturi of the compressor stages, will clean the most stubborn stain in its path if wasn’t already destroyed and ejected by prior violent midair compressor surge.

Bird feathers won’t be sticking around inside this dishwasher very long.

But apparently this feather did, a Canada Goose feather supplied, you guessed it, by the NTSB, supposedly discovered in Cactus 1549’s left engine outer bypass flow path on January 29, 2009 or as bag label suggests. Notice the yellow plastic ruler: “Report Strikes: http//wildlife-mitigatio[n]…Bird Strike Committee USA 20[XX]”? Of all the potential rulers to use, how convenient.

This 4” feather would weigh in the single grams bone dry. It somehow got snagged in the bypass which doesn’t have entangling appendages since designed to handle continuous 480kt air current at cruise speed and aerodynamically streamlined for minimal possible drag, that withstood over two minutes of 180-200kt wind blast and then 140kt tsunami of, getting back to reality, murky Hudson River goop. Where would it snag in the outer bypass and how? And after snagging how would it stick around in 200kt wind? And after somehow surviving the 200kt tornado, how would it survive a 140kt bath?

The Incredibly Materializing Previously Invisible Bird Matter in NTSB press advisory chronology:

“A visual examination of the [#1 or left] engine did not reveal evidence of organic material[Italics mine]; there was evidence of soft body impact damage.” (NTSB ‘Second Update’ Jan. 24, 2009)

Impact damage after a 140kt wet Big Apple welcome, you don’t say? An army of NTSB inspectors poured over this engine from the afternoon of Jan. 23 onward, the unit recovered off the river bottom, and were unable to spot any evidence of goose matter after hours of intense examination.

“The left (#1) engine, which was recovered from the Hudson River on January 23 and subsequently shipped to the manufacturer in Cincinnati where the NTSB is directing a teardown, was found to contain bird remains. The organic material found in the right (#2) engine has also been confirmed to be bird remains. [Third Update, Feb. 4, 2009].

Going from “did not reveal” to “found to contain remains”
missed on the 23rd-24th of January but yet remarkably discovered some days later. Again, how convenient.

“The bird remains found in both engines of US Airways flight 1549 have been identified by the Smithsonian Institution's Feather Identification Laboratory as Canada Goose (Branta canadensis).” [Fourth Update, Feb. 12, 2009]

Have to hand it to the NTSB, it’s tough to spin whoppers, but they try.

Critical to understanding the NTSB slight of hand, this Board claimed to find only feathers and feather fragments. Not goose blood and the only organic matter besides tissue in which a forensic DNA lab can compile a DNA ‘barcode’ and compare to known geese DNA in their database.

By the Smithsonian bird strike lab’s admission, viable DNA is typically only found in 52.6% of all blood and tissue samples that arrive to their lab within one week of the bird strike event; and in 68% of all blood and tissue samples stretching out to the full 116 day Smithsonian study limit. For some reason the longer the wait the more viable the DNA. Without viable DNA the best precision the Smithsonian can attain are Order and Family. But Branta is the genus, canadensis the species and Branta canadensis belongs to the family Anatidae which contains 146 different species in 40 genera. No goose blood or tissue were recovered, only feathers and feather fragments, ruling out any chance that the Smithsonian Feather Lab or any other DNA-identified them as Canada Geese.

“DNA analysis is only used in birdstrike cases that have blood, tissue or if the identification cannot be made based on feather morphology. Furthermore, viable DNA is not found in approximately 32% of the cases (Dove et al., MS in prep, 2007) and the identifications are made mainly to the Order and Family level using microscopic and morphological methods.”
(THE BIRDSTRIKE IDENTIFICATION PROGRAM AT THE SMITHSONIAN INSTITUTION AND NEW RECOMMENDATIONS FOR DNA SAMPLING )

Hold on. Let’s say the Smithsonian did confirm Branta canadensis. The NTSB still has to demonstrate for the sake of scientific legitimacy that these feathers and fragments were ingested in Cactus 1549’s engines at 2800’, a defying of astronomical odds, and not scooped from the Hudson or salted, no pun intended, after the engines were shipped to Ohio.

It's Not Called 'Snarge' For Nothing

The CFM 56-5B has 36 individual fan disk blades direct driven by the low pressure turbine stage. At 100% N1 the fan blades rotate at approximately 5000rpm. That’s 83.33 revolutions per second and 0.012 second per revolution. A320’s climb at 90-95% N1 for a fan blade rotation range between 75-to-79.16 revolution per second.

Under normal climb N1, the 36 individual fan disk blades on each Cactus 1549 engine would complete a single revolution ranging from 0.0126-to-0.013 seconds.

In this 0.0126-to-0.013 second interval, Cactus 1549 climbing at 180kt forward velocity, will travel 3.69’-to-3.7’. The average length of a mature Canada Geese is 3.2’ or 38” long. Therefore, each of Cactus 1549’s fan blades would slice a goose into approximately 1.16” inch segments at 180kt. There will not be any 4” long Canada Goose feather hanging around after introduced to 36 individual CFM 56-5B fan disk blades moving forward in the air at 180kt and rotating 75-to-79 times per second.

That 4” Canada Geese feather sample in the labeled plastic bag did not wind up in that left engine at 2800’ over the Bronx or any other height. If was honestly extracted from that engine.

The Bird Cannon

To pass certification turbofan manufacturers fire every conceivable airborne object into a test engine that their fleet engines could ingest in any stage of flight. They have to be durable enough to take a beating. A multi cannon apparatus fires multiple dead birds wrapped in a plastic sabot weighing up to 8lb, twice the typical pass standard, from close range into the test engine spinning full honk, impacting the core and bypass in several different areas, to simulate multiple bird strike from takeoff roll to cruise to touchdown. The engine is subject to a Draconian litany of abuse to find out how much punishment the intended production line can survive. Sand, volcanic ash, hail, water, snow, ice and birds fired at nearly 450kt from close range. Each test is super high-speed filmed for super slow motion analysis. Not even at 450kt will a 4” goose feather that winds up traveling through the bypass, as on Cactus 1549’s NTSB sample, remain 4” after shredded by the fan disk and then flash barbecued by the exhaust. The engines must also pass the ‘blade off’ test. The housing must be strong enough to contain a titanium blade snapping off at maximum rpm, enough energy to toss a mid-size car 100’ in the air, from breaching the housing and penetrating the cabin or wing. No goose will ever dent, tear or deform any part of the bypass area or core itself. However, a snapped blade caused by bird strike can and will render visible damage in the form of circumferential scoring but only after the bird and its feathers are long gone except for blood smear as the only evidence that a bird was ingested. A bird strikes the fan disk at such velocity and momentum that the now sliced bits continue traveling straight on through the engine; not pushed laterally against the side walls.

The tagged NTSB feather sample is so phony it’s comical. US Airways and GE Aviation appear to be so desperate for people to believe that Cactus 1549 hit birds that either or both planted this feather and five other feather part samples. When the evidence is fake you can rest assured that the reasoning is just as contrived.


That feather looks too good to have passed through the super CuisineArt shredder of the GE 56-5B fan disk on Cactus 1549 and why bird strike remains are dubbed “snarge.” There’s nothing left other than blood spattering as the bird is ripped to shreds and ejected in the blink of an eye. That feather is in too good condition to come from a midair goose buffet 2800’ over the Bronx.

If Cactus 1549 really did ingest Canada Geese why only feathers recovered and no blood?

The NTSB's Magic Goose Feather Story

NTSB Advisory
National Transportation Safety Board
Washington, DC 20594
February 12, 2009

FOURTH UPDATE ON INVESTIGATION INTO DITCHING OF US AIRWAYS JETLINER INTO HUDSON RIVER

The following is an update on the National Transportation Safety Board's investigation of US Airways flight 1549, which ditched into the Hudson River on January 15, 2009. The bird remains found in both engines of US Airways flight 1549 have been identified by the Smithsonian Institution's Feather Identification Laboratory as Canada Goose (Branta canadensis).

The lab made the identification for the NTSB through DNA analysis as well as through morphological comparisons in which feather fragments were compared with Canada Goose specimens in the museum's collections; the microscopic feather samples were compared with reference microslide collections.

A total of 25 samples of bird remains have been examined as of today. Additional analysis will be conducted on samples received from the NTSB to attempt to determine if the Canada Geese were resident or migratory. While no determination has been made about how many birds the aircraft struck or how many were ingested into the engines, an adult Canada Goose typically ranges in size from 5.8 to 10.7 pounds, however larger individual resident birds can exceed published records.

The accident aircraft was powered by two CFM56-5B/P turbofan engines. The bird ingestion standard in effect when this engine type was certified in 1996 included the requirement that the engine must withstand the ingestion of a four-pound bird without catching fire, without releasing hazardous fragments through the engine case, without generating loads high enough to potentially compromise aircraft structural components, or without losing the capability of being shut down. The certification standard does not require that the engine be able to continue to generate thrust after ingesting a bird four pounds or larger.

NTSB investigators worked closely with wildlife biologists from the United States Department of Agriculture, both at the scene of the accident in New York City and during the engine teardowns at the manufacturer's facility in Cincinnati, to extract all of the organic material that was identified today.

###

NTSB Media Contact: Peter Knudson
(202) 314-6100
peter.knudson@ntsb.gov

NTSB Advisory
National Transportation Safety Board
Washington, DC 20594
February 4, 2009

THIRD UPDATE ON INVESTIGATION INTO DITCHING OF US AIRWAYS JETLINER INTO HUDSON RIVER

The following is an update on the National Transportation Safety Board's investigation of US Airways flight 1549, which ditched into the Hudson River on January 15, 2009.

The left (#1) engine, which was recovered from the Hudson River on January 23 and subsequently shipped to the manufacturer in Cincinnati where the NTSB is directing a teardown, was found to contain bird remains. The organic material found in the right (#2) engine has also been confirmed to be bird remains. The material from both engines has been sent to the Smithsonian Institution in Washington where the particular bird species will be identified.

As part of its investigation into this accident, the NTSB investigated an engine surge event that occurred in the right (#2) engine during a flight on January 13, two days prior to the accident. The engine recovered from the surge and the remainder of the flight was completed uneventfully. The NTSB determined that the surge was due to a faulty temperature sensor, which was replaced by maintenance personal following approved procedures. After the engine was examined with a boroscope and found to be undamaged and in good working order, the aircraft was returned to service.

On December 31, 2008, the Federal Aviation Administration (FAA) issued an Airworthiness Directive (AD) covering all CFM56-5B series turbofan engines, the same type that was on the accident aircraft. After examining the engine maintenance records and interviewing relevant personnel, the NTSB determined that all of the requirements of the AD were complied with prior to the accident flight.

During the accident flight, the flight data recorder revealed no anomalies or malfunctions in either engine up to the point where the captain reported a bird strike, after which there was an uncommanded loss of thrust in both engines.

Last week the aircraft was moved from the barge where it had been docked in Jersey City, NJ, to a secure salvage yard in Kearny, NJ, where it will remain throughout the NTSB investigation, which is expected to last 12-18 months.

###

NTSB Media Contact: Peter Knudson
(202) 314-6100
peter.knudson@ntsb.gov



NTSB Advisory
National Transportation Safety Board
Washington, DC 20594
January 24, 2009

SECOND UPDATE ON INVESTIGATION OF DITCHING OF US AIRWAYS JETLINER INTO HUDSON RIVER

The following is an update on the National Transportation Safety Board's investigation of US Airways flight 1549, which ditched into the Hudson River on January 15, 2009.

The left engine, which had separated from the aircraft during the ditching, was recovered from the Hudson River on Friday afternoon, January 23, 2009. The initial external examination of the engine revealed dents on both the spinner and inlet lip of the engine cowling. Five booster inlet guide vanes are fractured and eight outlet guide vanes are missing. A visual examination of the engine did not reveal evidence of organic material; there was evidence of soft body impact damage.

Both of the engines will be boxed and shipped to the manufacturer in Cincinnati where NTSB investigators will oversee a complete tear-down of each engine. Advanced technology will be employed to detect any organic material not apparent during the initial visual examination.

Several NTSB investigators remain on-scene and are supervising Airbus technicians as the aircraft wreckage is prepared for long-term storage. This process includes removing the wings and the horizontal and vertical stabilizers. The aircraft wreckage will be shipped to a secure storage facility where it will remain available to the NTSB throughout the course of the investigation.

The NTSB wishes to acknowledge the support and cooperation of the numerous federal, state and local agencies that worked so closely with Safety Board investigators and were of great assistance throughout the entire on-scene phase of the investigation.

###

Media Contact: Peter Knudson
peter.knudson@ntsb.gov
NTSB Public Affairs: 202-314-6100

Cactus 1549

In 2007, a string of Airbus Industrie A320 worldwide operators reported compressor stalls by “highly deteriorated HPCs” in their GE 56-5B turbofans to GE Aviation (GEA), FAA and EASA. http://tinyurl.com/dayvv4 The same engines engines on Cactus 1549.

As the directive explains, GEA first reacted to the stall reports by devising engine software 5QB update to reduce the occurrence and severity of HPC deterioration on GE-powered A320s. Then the stall incidents, after the 5QB update, reoccurred. 5QB was a dud. So GEA issued a maintenance directive to all 56-5B-powered operators to ground test their units and replace any that produced EGT over 80 Celsius with a brand new 56-5B. This means GEA wasn’t able to find a workable fix besides full replacement of a used deteriorated random ticking time bomb with a new random bomb should EGT (safely parked on the ground with no such luxury in midair) exceed 80C. Nothing novel here, once a design is flawed it’s next to impossible to reengineer once in production. Then an Air France A320 with GE 56-5Bs compressor stalled out of Tunis in December and the European Aviation Safety Agency and GEA released an “Emergency Airworthiness Directive” (2008-0227-E) on Dec. 23, 2008. The original GEA directive, essentially, now EASA stamped with “Emergency” affixed.

So that there is no confusion, the GE 56-5B high pressure compressor was rendered “Emergency” by its own manufacturer.

The same Cactus 1549 aircraft with different crew double compressor stalled over Newark climbing up to cruise in January 13, 2009, two days prior to the Hudson regatta. http://www.nj.com/hudson/index.ssf/2009/01/flight_1549_had_engine_problem.html

1549’s HPCs that stalled over the Bronx were the same units that stalled over Newark. USAir didn’t replace these units, the only option by GEA’s terse emergency directive, both obviously and unmistakably deteriorated contrary to NTSB’s gibberish of dud temperature sensor (Sorry, NTSB, a bum sensor doesn’t go BANG with cabin electrical loss), with brand new 56-5Bs in the 72 hour layover. USAir put the plane and deteriorated HPCs back in service as is. Two days later 1549 took off from La Guardia, both engines stalled at 2800’ and the pilot glided down into the Hudson, and out waddled the bird story.

The GE 56-5B line and Cactus 1549’s service record 100% undermine the bird story. Leaving only the matter of deconstructing the extensively edited audio tapes plus transcripts, NTSB clown routine and media disinformation to explain how the fleece job was pulled off.

GE Aviation sequestered 1549’s engines as soon as detached and/or salvaged and shipped them back to its Ohio headquarters, concealing the culprit HPCs. Not long after, the alleged story of “Branta Canadensis” “feathers” recovered from 1549’s engines emerged, as if any feather would loiter after a 140-150nm extended rinse cycle in the Hudson already riddled with innumerable detached waterfowl feathers. USAir sequestered the two pilots in seclusion and imposed a media blackout. Then the spin doctors set to work transforming crew error which, if true that hit birds, would be monumental neglect, into “Hero pilot,” snubbing the flight attendants and ferry boat crews to focus on and idolize P-in-C, Chesley Sullenberger. Then the spin went from the sublime to the ridiculous with a toweled off Chesley taking a bow to great applause at the Superbowl. No doubt each Superbowl fan and viewer personally received and read the GEA/EASA emergency directive, fully cognizant of the 56-5B disastrous service record, 1549’s double compressor stall over Newark, and magically rejuvenated temperature sensor which just happens to be backed up to redundancy and would never shutdown the engine even if every temperature sensor failed.