Step 1: Preflight Planning: Locate common bird locations

Step 2: In Flight: Upon visual confirmation, aim for select bird or birds.

Step 3: Impact!

Step 4: High Fives all around!!

Step 5: Post streak marks and dents on your preferred social network.

 

In a colossal case of unintended consequences, the bird strike turned out to be a real windfall for the cats.

 

I’ve hit a few birds in my days. My main requirement is to keep flying the plane. Most birds are low, so you’re taking off or landing, critical time.

Taking out all engines is very rare, though it has/does happen. The plane flys fine with a few fresh dents.

 

This thread is living evidence of what a huge waste of time this board has become.

It begins with a serious question presumably from a professional firefighter.

Thirteen posts later, there are two serious answers from two professional pilots.

The rest of the posts, including this one, complete wastes of time.

 

Well, it's a stupid question, badly worded with poor grammar, based on a false premise, by a troll who is posting here claiming to be something he is not.

It's received the answers it deserved.

The original poster, incidentally, claims to be an "investor for Boeing."

I'm a professional firefighter, and a professional pilot; everyone else that responded in a professional pilot. Everyone, but the original poster.

The OP never bothered to clarify if it's the bird, or the airplane that's on fire. You're right, however: nobody has taken the time to explain the protocol for a burning bird.

Perhaps that's because there are none.

 

Hey, whatever happened to that doctor who used to come on here and lecture us all on airmanship?

 

Generally, their V-tail Beech kills them sooner or later...

 

Lighten up, Francis!

 

It depends upon how robust your particular engine is. Early in my USMC flying career, we ingested a seagull shortly after rotating. Sounded horrible and looked bad on gauges, but 10-15 seconds later, after the engine had digested is "snack," all was good (except for the persistent stench of burned flesh and feathers in the bleed air/ECS...). After a precautionary landing, scope revealed no damage. Of course, it was an old school straight turbojet, with relatively short blades throughout, so much less vulnerable than current engines with big fans. Still, don't overreact -- there may be noise and exciting visuals at first, but give the engine time to finish "processing" the erstwhile bird -- then see if you have a problem.

 

In the “old days” at RND when I was a kid, they used to have a bat problem. The area has a lot of limestone, and abundant caves, and a super abundance of bats. When they would swarm in the evenings, the numbers were sort of unbelievable.

Generally the biggest swarms were near the parallel runway used by the T-38s. The T-38 engines (J-85s IIRC) weren’t really designed for carrying people at all, they were the old Bomarc missile engine. They would compressor stall on the slightest amount of FOD.

The T-37 engines, on the other hand, were primitive turbojets with a serious tolerance for FOD. And because their throttle response was otherwise so poor, even at “idle” they were operating at about 90% RPM with thrust limited by “thrust attenuators” that deflected the exhaust outboard. They were called “Tweets” because that caused them to constantly emit a shrill shriek.

So at the first sign of bats, one of the T-37s would be assigned to go fly a few patterns on the T-38 runway. Any ingested bats would simply become batburger (I don’t think maintenance even bothered with inspection after a few years of never finding any damage) and the shrill noise quickly chased the bats that survived away.