Flight 1549: Flight Attendants honored by Union

June 30, 2009 by mattie14

Not sure if this was missing or never got posted.

Flight 1549 Flight Attendants: Sheila Dail, Donna Dent, and Doreen Welsh were honored for “just doing their job” in evacuating the plane. They received the C.B. Lansing Award for Heroism – an award established in 1988 in the name of a deceased flight attendant and has only been bestowed 4 other times.

March 31, 2009

Press Release from the Association of Flight Attendants-CWA website

Association of Flight Attendants-CWA Bestows Honor on US Airways 1549 Flight Attendants

Milwaukee, WI – The Association of Flight Attendants-CWA (AFA-CWA) held a ceremony today honoring the three flight attendants who successfully evacuated over 150 passengers of US Airways Flight 1549 after a water landing in the Hudson River. At the annual AFA-CWA Board of Directors meeting, the C.B. Lansing Award for Heroism was presented to Sheila Dail, Donna Dent, and Doreen Welsh.

“It is an honor to present our most prestigious award for heroism to three AFA-CWA flight attendants who utilized their experience, knowledge and training to ensure the survival of all souls aboard, including passengers with mobility challenges, children and other special needs passengers,” said Veda Shook, AFA-CWA International Vice President. “Passengers and their colleagues have praised the professionalism of Sheila, Donna and Doreen and America has adopted them as their heroes. Today we honor them on behalf of over 50,000 flight attendants at major, national, charter and regional carriers across the country.”

The C. B. Lansing Memorial Award was established following the tragic and heroic events aboard Aloha Airlines Flight 243 on April 28, 1988. Aloha flight attendants faced a sudden and serious aircraft incident. C.B. Lansing did not survive the incident; however her fellow flight attendants persevered, rendering life-saving first aid in-flight as they planned for an emergency landing.

“Sheila, Donna and Doreen have long known the importance of the flight attendant profession. As their colleagues, we also know how vital our role is as safety professionals, but because of events on January 15, now the world knows that flight attendants as safety professionals go hand in hand,” said Mike Flores, AFA-CWA US Airways President.

The award is not an annual presentation and is presented to a crew or crewmember who displays heroism beyond the call of duty. There have been four prior recipients in the history of AFA-CWA who have received this honor. Sheila, Donna and Doreen are Charlotte, North Carolina based AFA-CWA members.

Flight 1549 final autopsy: Ladrador Canada geese

Flight 1549 appearances/videos/posts

June 10, 2009

It appears our own Field Museum helped solve the mystery of the Flight 1549 bird strike. The NTSB worked initially with wildlife biologists to extract and collect the “snarge” aka bird bitlets. The snarge samples were then sent to the Smithsonian Birdstrike Feather Identification Laboratory in order to confirm and then identify the particular species of bird. [The woman who heads the lab's last name is Dove.]

Why a specialized lab for birdstrike feathers?

Because they investigate approximately 2500 bird strikes a year or roughly 15 -18/day. Makes one wonder why more airports aren’t using bird-detecting radar, which has been proven to be very effective. The cost $500K – $2M. How much is one life worth? And the lawsuits resulting from a lethal birdstrike? One would think the insuring agency would demand they use them.

The USAF donated one to LaGuardia after Flight 1549. Curiously, Kennedy Airport had just that week began testing the radar. And if the testing had been at LaGuardia instead?

Bird-detecting radar can spot the birds to avoid but it can’t stop the birds from flying in flight paths. That’s the job of wildlife experts. To find a way to keep the birds out of the flight paths to begin with. It’s why the identification of the exact species of bird is so important. Whether it’s local or migratory. With local birds, the key is to not allow them to become familiar with the airport = to make it as noxious as possible.

At Sea-Tac they use lo-tech laser lights to simulate predator movemnet and set off inexpensive but loud detonator blasts to scare the birds off.

With migratory birds, the wildlife experts can predict and track with a fairly high degree of accuracy the birdss migratory patterns and thus be prepared. for their flyby. The challenge is rerouting their hardwired compasses so they don’t return next season.

The Smithsonian Lab was able to determine that it was snarge belonging to Canada geese. But they needed the Field Museum to determine which exact region of Canada they came from.

The NTSB doesnt need the subtype of geese to continue their investigation, In this case it was pretty clear. Flight 1540’s engine able to withstand such a large strike mass – the ingestion standard was just 4lbs. And that is limited to the actual structure of the engines. It doesn’t correlate with whether the whether the damaged engine would be able to maintain thrust.

As it turned out – 1549 had multiple, bilateral, simultaneous bird ingestions–geese that were each over 4lbs–and there was an immediate cmpletec loss of thrust in both engines.

They never had a chance. Their survival rested on the engineers who built and maintained the plane and the skill of the flight crew. Fortunately, both held up spectacularly.

The solving of the final mystery — the precise avian culprit–was made easy because of Harold Hanson, a biologist for the Illinois Natural History Survey, who had devoted his entire life’s work to the study of Canada geese. He gathered 2700 specimens from all over the world that are now housed in The Field Museum. But not all of them were needed.

It came down to three choice:

Local New York geese – no.

Migratory geese – yes.

Two choices from the migratory routes:

Newfoundland and Labrador.

And Labrador it was – identified through feather and DNA analysis.

==================
Source: Chicago Tribune’s William Mullen

Scientific explanation of testing methods
Awaiting bird bit ID
Bird bits – Canada geese
Helicopter downed by birdstrike
Bird-detecting radar
Low-tech bird solution at Sea-Tac.

Association of Flight Attendants press release re: NTSB hearing

June 10, 2009

Press release from the Association of Flight Attendants re: the NTSB safety hearing testimony of Flight 1549 passenger Billy Campbell. The AP had mistakenly – and hurtfully – come out with a story that Campbell was disputing Flight Attendant Doreen Welsh’s account that a passenger had unseal the rear door and that in fact it was Ms Welsh herself. Problem being Campbell a) hadn’t talked to the press in 3 months and b) hadn’t even known the door had been breached until Ms Welsh told him long after they were off the plane. In his testimony, Campbell praised Ms Welsh ans said she was courageous and heroic. Words Ms Welsh said “meant the world” to her and then she thanked him from “the bottom of her heart”.

[Emphasis added]

US Airways 1549 Flight Attendants ‘Heroic’ Actions Recounted In NTSB Hearing

For Immediate Release: June 9, 2009
Contact: Corey Caldwell 202-434-0586

Washington, DC – The National Transportation and Safety Board (NTSB) today commenced a three-day hearing on US Airways Flight 1549 with witnesses who testified to the professionalism and efficiency of flight attendants Doreen Welsh, Sheila Dail and Donna Dent, represented by the Association of Flight Attendants-CWA (AFA-CWA). The three AFA-CWA flight attendants safely evacuated 150 passengers on January 15 as the plane sank into the Hudson River.

“We once again applaud our fellow flight attendants for their experience, knowledge and training that helped to save the lives of all passengers onboard Flight 1549,” said Patricia Friend, AFA-CWA International President. “Today, we are reminded of our vital role as safety professionals. Doreen, Sheila and Donna are proud examples of our profession.”

A passenger onboard Flight 1549 testified before the NTSB panel that the three “talented and brave” flight attendants were instrumental in the successful evacuation. The panel also cleared up recent inaccurate press reports stating that the passenger was selected to testify in order contradict statements made by flight attendant Doreen Welsh regarding the opening of the aft door immediately after the crash.

The purpose of the hearing is to gather additional information in order to evaluate issues that could be enhanced or modified in order to increase overall safety. As an official party to the investigation, AFA-CWA is allowed to question witnesses during the hearing. Other parties to the investigation include: US Airways, Airbus, US Airways Airline Pilots Association, CFM International, and the FAA.

AGENDA, NTSB HEARING re: Flight 1549

Doreen Welsh

NTSB HEARING (June 9- 11)
AGENDA
What really happened in the back of the plane?
Updates crew appearances/videos/posts (6-8)

UPDATE: 1549 passenger witness did not even know rear door was breached

June 6, 2009

Landing of U.S. Airways Fight 1549, Airbus A320, N106US, in the Hudson River
Weehawken, New Jersey, January 15, 20099

AGENDA

DAY 1: Tuesday, June 6, 9 am

9:00 – 9:30: Opening Statement: Robert Sumwalt, Member, NTSB

9:30 – 9:50: Investigation review by IIC: Robert Benzon, Investigator in Charge

---

TOPIC # 1: Captain and Passenger of of US Airways Flight 1549

Principal questioners: Captain David Helson, Dr. Katherine Wilson

Witnesses:

• Captain Chesley Sullenberger- A320 Captain – US Airways
• Billy Campbell – Passenger, seat 25A, US Airways 1549

---

TOPIC # 2: Pilot training regarding ditchings and forced landings on water.

Principal questioners: Captain David Helson, Dr. Katherine Wilson

Witnesses

• Captain Marc Parisis – VP Flight Operations Support and Services – Airbus
• Captain John Hope – A320 Fleet Captain – US Airways
• John Duncan, Manager – Air Transportation Division, FAA
• Dr. Barbara Burian – Research Psychologist – NASA

---

TOPIC # 3: Bird detection and mitigation efforts.

Principal questioner: Mark George

Witnesses:

• Dr. Richard Dolbeer – US Department of Agriculture
• Michael Begier – US Department of Agriculture
• Michael O’Donnell – Director, Office of Airports Safety and Standards, FAA
• Ryan King, Project Engineer – Aviation Research and Technology Development Office, Airport Safety Technology Sub-Team, FAA

---

Day 2: Wednesday, June 10, 8 am

TOPIC # 4: Certification standards regarding ditching and forced landings on water for transport category airplanes.

Principal questioners: Brian Murphy, Captain David Helson, Dr. Katherine Wilson, John O’Callaghan

Witnesses:

• Phil Blagden – Large Airplane Services Manager, Transport Directorate, European Aviation Safety Agency
• Gardlin – Aerospace Engineer, Transport Airplane Directorate, Transport Standards Staff – Airframe, Cabin Safety Branch, FAA
• David Fitzsimmons – Structure Senior Expert – AirbusGene Arnold – Flight Test Pilot, Seattle Aircraft Certification Office, Flight Test Branch, FAA
• Captain Terry Lutz – Experimental Test Pilot, Engineering Flight Operations – Airbus
• Captain Hughes Van Der Stichel – Vice President, Experimental Flight Test – AirbusBob Breneman -Transport Airplane
• Directorate Manager, Transport Standards Staff – International Branch, FAA

---

TOPIC #5: Cabin Safety: Training, Procedures, and Equipment

Principal questioner: Jason Fedok

Witnesses:

• Robert Hemphill, US Airways Director of Inflight Training, Policies and Procedures
• Jodi Baker, Aviation Safety Inspector, Cabin Safety, Special Assistant, Air Transportation Division, FAA
• Jeff Gardlin Aerospace Aerospact Engineer, Transport Airplane Directorate, Transport Standards Staff – Airframe, Cabin Safety Branch, FAA
• Hans-Juergen Lohmann – Sr. Mgr., Customization Engineering Programs, Airbus

---

Day 3: Thursday, June 11, 8am

TOPIC #6: Certification standards for bird ingestion into transport category airplane engines

Principal questioner: Harry Reichel

Witnesses:

• Mark Boutillier – Aerospace Engineer, Engine and Propeller Directorate Standards Staff, Rulemakking and Policy Branch, FAA
• Robert Ganley – Manager, Engine and Propeller Directorate Standards Staff
• Les McVey – Flight Safety Investigation Engineer, CFM International

---

Closing Remarks

NTSB HEARING (June 9-11) re: Flight 1549

June 7, 2009

Doreen Welsh
NTSB HEARING (June 9- 11)
AGENDA
What really happened in the back of the plane?
Updates crew appearances/videos/posts (6-8)

UPDATE: 1549 passenger witness didn’t even know rear door was breached

June 6, 2009

Here’s the updated NTSB press release regarding their upcoming hearing re: Flight #1549. It’s three days instead of the originally planned two. [Emphasis added]

The National Transportation Safety Board today released additional information about the Board’s scheduled public hearing on the January 2009 ditching of the US Airways A-320 into the Hudson River.

The hearing, originally scheduled for two days, has been expanded to three. It will convene at 9:00 a.m. on Tuesday, June 9, 2009, and is expected to conclude mid-day on Thursday, June 11. It will be held at the NTSB’s Board Room and Conference Center, 429 L’Enfant Plaza, S.W., Washington, D.C. The room is lighted for television and a mult box is provided for sound.

On January 15, 2009, at approximately 3:27 p.m. EST, US Airways flight 1549, an Airbus Industrie A320 bound for Charlotte, North Carolina, incurred multiple bird strikes during its initial departure climb from New York’s La Guardia Airport (LGA). The airplane subsequently lost thrust to its engines and ditched in the Hudson River approximately three and a half minutes after striking the birds and about five minutes after leaving LGA. To date, of the five crewmembers and 150 passengers on board, five serious injuries have been reported.

The Safety Board will also open the public docket at the start of the hearing. The public may view and download the docket contents on the web under the “FOIA Reading Room” at http://www.ntsb.gov/Info/foia_fri-dockets.htm at that time.

The information being released is factual in nature and does not provide analysis or the probable cause of the accident. The docket will include investigative group factual reports, interview transcripts, Cockpit Voice Recorder (CVR) transcripts, Flight Data Recorder (FDR) data and other documents from the investigation. In addition, docket items that will be used as exhibits during the public hearing will be available on the website under “Public Hearings”

The hearing, which is part of the Safety Board’s efforts to develop all appropriate facts for the investigation, will cover a wide range of safety issues including:

* Pilot training regarding ditching and forced landings on water.
* Bird detection and mitigation efforts.
* Certification standards regarding ditching and forced landings on water for transport-category airplanes.
* Cabin safety training, emergency procedures and equipment.
* Certification standards for bird ingestion into transport- category airplane engines.

An agenda is posted on the Board’s website at http://www.ntsb.gov/events/2009/agenda.htm.

A live webcast of the proceedings will be available on the Board’s website at http://www.ntsb.gov/events/hearing_sched.htm.

ATC Pat Harten to wear #1549 in Boston Marathon

April 19, 2009

Finally found some personal information about Flight 1549 Air Traffic Controller, Pat Harten. Still don't know how long it took for him to found out they survived the water landing. I'm curious as to what he thought, felt and did immediately after.

AP's JIMMY GOLAN did an excellent interview with Harten around a related, non-related topic. Found it at Examiner.com.

Turns out 35 y/o Harten is a triathlete. Still a relative newcomer (3 years), he has competed in 3 marathons and two triathlons. He ran a personal best in the Boston Marathon last year (2:58:58) and is hoping to do it again...this time with a twist.

He requested and was granted bib #1549 - something not normally done. But clearly if there were ever an exception this is it. Competitors customarily are assigned numbers according to their times. He would have been somewhere around there or lower.

HARTEN: It got me thinking. It would be very neat if I ran with the number 1549.

Why?

HARTEN: For me, it was more of a sentimental value. For me it's a way to acknowledge my role in the miraculous events of that day. And being able to do that participating in an event that I love is a beautiful thing.

Boston Athletic Association executive director GUY MORSE:

He was part of a life-changing event, what turned out to be a very positive story....We just thought this would be an extra motivating factor to help him have a great day.

Harten, on the job for 10 years, says running and competing help dissipate the inherent stress of his profession.

HARTEN: And it's a healthy way of doing it, too. I found that through the training and the racing my stress levels have definitely gone down a lot. It definitely works for me. Overall, I found I'm happier.

Explains why he was so cool.

Stangeness? The marathon length 26.2 from Hopkinton to Boston is about the distance from LaGuardia to Teterboro Airport and back.

Last month he and his wife, Regina, adopted a 20-month-old boy from Russia. Seems he has been changed for the better.

Flight 1549 Transcript of cockpit recording + Teterboro

February 5, 2009

Capt Sullenberger told Katie Couric that when it first happened he was in disbelief and then just prior to land he had "the worst sickening, pit-of-your-stomach, falling-through-the-floor feeling". He "knew immediately it was very bad" and his "initial reaction was one of disbelief."

More on Sunday (2-8) on 60 Minutes.

Video audio.

Here's the transcript(pdf) from the audio (mp3).

2 minutes 32 seconds after Capt Sully was cleared for takeoff, he calls in the bird strike. 1 minute 52 seconds later he says he's going in the Hudson. They both mess up the call signs. The only stress in Capt Sully's voice is at "runway uh". He says only 66 words.

Pat Harten the Tracon controller is surprised right after Sully said he was going in the Hudson, but it doesn't sound like he gets it until 41 seconds later. For sure 2:28 seconds later. 56 seconds after that he sighs - he thinks they're dead. 18 seconds after that another sigh and 8 seconds after that he's relieved.

I'll have to find out his end of the story. Hope they talked to him on 60 Minutes too.

2027.36 SULLY: Ah, this is, uh, Cactus 1539, hit birds, we lost thrust in both engines. We're turning back towards La Guardia.

2027:42 Harten: OK, yeah, you need to return to to La Guardia. Turn left heading of two-two-zero.

2027:46 SULLY: Two-two-zero.

2027:49 Harten: Tower, stop your departures, we got an emergency returning.

2027:53 LGA: Who is it?

2027:54 Harten: It's 1529, he, uh bird strike, he lost all engine, he lost the thrust in the engines, he's returning immediately.

2027:59 LGA (sounds like Al Michaels): Cactus 1529. Which engines?

2028:01 Harten: He lost thrust in both engines, he said.

2028:03 LGA: Got it.

2028:05 Harten: Cactus 1529, if we can get it to you, do you want to try land runway 1-3?

2028:11 SULLY: We're unable - we may end up in the Hudson.

2028:17 Harten: Jetlink 27-60 turn left 0-7-0.

2028:19 BTA 2760: Left turn 0-7-0, Jetlink 27-60.

2028:31 Harten: Alright, Cactus 1549, it's going to be left traffic to runway 3-1.

2028:34 SULLY: Unable.

2028:36 Harten: OK. What do you need to land?

2028:46 Harten: Cactus 1549, runway 4 is available - if you want to make left traffic to runway 4.

2028:50 SULLY: I'm not sure if we can make any runway. Uh, what's over to our right? Anything in New Jersey? Maybe Teterbro?

2028:55 Harten: Ok, yeah, over to your right side is Teterboro airport.

2029:02 Harten: Do you want to go to Teterboro?

2029:03 SULLY: Yes.

2029:05 Harten: Teterboro, uh, Empire, actually La Guardia departure, got an emergency landing inbound.

2029:10 TEB: Ok, go ahead.

2029:11 Harten: Cactus 1529 over George Washington Bridge wants to go to the airport right now.

2029:14 TEB: He wants to go to our airport - check. Does he need any assistance?

2029:17 Harten: Uh, yes, he, uh, he was a bird strike. Can I get him for, uh, runway one?

2029:19 TEB: Runway one, that's good.

2029:21 Harten: Cactus 1529, turn right 2-8-0. Can land runway 1 at Teterboro.

2029:25 SULLY: We can't do it.

2029:26 Harten: OK, which runway would you like at Teterboro?

2029:28 SULLY: We're going to be in the Hudson. [ding, ding, ding]

2029:33 Harten: I'm-I'm sorry - say again, Cactus?

2029:34 TEB: He wants to land here.

2029:41 Harten: Alright. Jetlink 27-60, contact New York 1-2-6 point 8.

2029:45 BTWA 2760: 26-8, Jetlink 27-60

2029:51 Harten: Cactus, uh, Cactus 1549, radar contact is lost. You also got Newark Airport off your 2 o'clock at about 7 miles.

2030:06 Harten: Eagle flight 47-18, turn left heading 2-1-0.

2030:09 EGF4718: 2-1-0, uh, 47-18. I don't know - I think he said he was going into the Hudson.

2030:14 Harten: Cactus 1529, uh, you still on? [can hear stress in his voice]

2030:22 Cactus 1529, if you can, uh, you got, uh, runway 2-9 available at Newark off your 2'o'clock and seven miles.

2030:32 Harten: Eagle flight 4718, climb, maintain 1-2 thousand.

2030:34 EGF4718: Ok. 1-2 thousand and, uh, leaving 5 and 2-80 heading.

2030:41 Harten: Eagle flight 47-18, I'm sorry, I missed that, say again?

2030:45 EGF4718: And uh, we're up to 12,000, uh, 2-80 on the heading.

2030:48 Harten: Ok. Thank you, Eagle Flight 47-1-8, turn left 2-2-0.

2030:51 EGF4718: 2-2-0, 47-18.

2031:xx: TEB: An airbus wants to land here - he's declaring an emergency.

2031:32 (?): Was that Cactus up by the tappan zee?

2031:32 Harten: Uh, yeah, it was a Cactus. He was just north of the, uh, George Washington Bridge when they had the bird strike.

2032:03 Harten: Eagle Flight 47-18 contact departure 1-2-4 point 7-5.

2032:08 EGF4718: Uh, 24-75, 47-18.

2032:37 L106: Hey, Patty.

2032:38 Harten: Yeah.

2032:39 L106: Seven NY, I'll just put him on a 2-70 heading and leave him at 6.

2032:42 Harten: Whatever you want, man. [Here he sounds like he got what happened.]

2032:43 L106: And 80 Echo, I'll put in a 1-80 for wake.

2032:43 Harten: Ok. That's good.

2032:45 TEB: What happened?

2033:23 N37NY: Good afternoon. New York Boeing 3-7 November Yankee out of 6 for 7 coming to a heading of 2-50.

2033:24 Harten: November 7 November Yankee, climb and maintain 1-5000.

2033:31 N37NY: 1-5000, 3-7 November Yankee.

2033:38 Harten: Alright. [Sigh. Thinks they're gone.] Alright, departure we are stopped on departure runway 4 3-60s runway.

2033:44 NEW PERSON: Ok.

2033:45 Harten: You know abou the Cactus?

2033:46 NEW PERSON: Right.

2033:47 Harten: Uh, I guess it was a double bird strike and he lost all thrust so...

2033:50 N780E: New York Gulfstream 7-8 Echo, level 7000 and right turn to, uh, 1-9-0.

2033:52 Harten: What do you want to do as far as departures?

2033:55 NEW PERSON: Ok, I'll figure it out.

2033:56 Harten: 2-50-1-5 [sigh] 8-0 Echo the altimeter 3-0-2-4.

2034:00 N780E: 2-4

2034:01 Harten: You're not talking to Jetlink yet. They're gone - all frequencies normal.

2034:04 NEW PERSON: Just those two? Ok.

--Don't hear Harten anymore. Must have been relieved. I hope it wasn't too long before he found out everyone was ok. What a feeling that must have been. Talk about agony and ecstasy. It's got to be horrible to listen to this when they don't survive.--

At Teterboro - transcript is almost unreadable and can't see the times so I transcribed what I could. Audio.

There was a shout.

2034: Did you see anything off the East River or off the Hudson?

Negative.

Attention all aircraft be advised it will be about at least ten minutes before I can get any departures. Am still trying to find out what happened. But something happened over there.

2036: If you could, let me know if you see anything along the Hudson? Actually anything along the Hudson or the East River?

And, ah, what am I looking for?

2037: I'm...not sure - it's possible a plane might have gone down.

What's up?

2038: Hey Teterboro, we're not taking anybody down the Hudson River. There's going to be a flight restriction in the vicinity of the Intrepid. You know what's going on?

No.

We know what's going on.

Ok. So nobody down the Hudson River.

Check.

Let me know if you see anything.

2040:27 To my knowledge, it's an Airbus 320 that went down. Bird strike. He was going to land here and then uh....

You see anything?

2040:39 Negative. No. We looked for smoke or fuselage but we didn't see anything.

Didn't hear anything.

Believe it may have been an Airbus.

2041:09 Didn't see anything that size.

Ok. Thanks.

2045 Is a report of a passengers seen standing on the wings of the Airbus in the river.

Flight 1549: bird bits await ID

February 3, 2009

No mystery except the exact species of avian offenders. Wonder what Alfred Hitchcock would think.

Official NTSB report:

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.

A feather found in the left (#1) engine