Thereby confirming my fears, expressed elsewhere in these fora, about the total and utter tosh being dispensed by those with the title of "trainer"!
Having spent many happy hours on RAF airfields, observing the feathered species cavorting, feeding and possibly breeding within very short distances of those airfields' surveillance and PAR (nodder & wagger) scanners, I would say that the myth seems to live on and we can't get rid of it.
Better to spend your pre-departure taxi phase performing what the engineers describe as a "confidence check", being wary of the quoted 15m radhaz area for humans and the 300 ft hazard area for the aircraft's radar self-damage potential when bounced off other aircraft, bowsers and other vehicles, terminal and other building structures which will reflect damaging signal strength back into the very sensitive receiver circuitry, which is the secret of the performance of modern Wx radars.
Strangely no company even mentions such a check in their SOPs, though the NG MM states that the ordinary weather test, though it fills the screen with pretty colours and blasts off 1 squirt of emf, is not a proper test of the radar's ability to work properly.
Post radar problem rectification, the engineers have to move the 'frame to a suitable position where it can be "fired up" properly to confirm succsessful fixing.
Better to find out before V1 and later, that the "weapon" is not functioning, than to discover the hard way, as some recent hail damage incidents have illustrated?
Maybe a polite request to the relevant "trainer" as to where it is written will provide us all with the Holy Grail of Bird Repellant Radar, meantime remember the turtle story!!
"I dont switch it on when the sky is clear and i am an airline pilot" ????? Highly inadvisable, the sky may be clear on departure, but what about enroute and destination?.
As for that posting referring to a "professional" pilot who believed the weather radar ATTRACTED lightning strikes, now I know there are fairies at the bottom of my garden!
