Hawk incident near Culdrose
NLG, seems it kicked off at around 14,000 ft or so as xx189 tracked south west. 7700 squawk appeared on fr24 as it passed north of Falmouth, still heading sw, and descending through around 11,500ft.
The aircraft appears to have followed a wide left turn with continued descent passing around Culdrose at about 8000ft before tracking east across the Lizard, coasting out, then making a left turn back towards the Helford.
FR24 playback is still available to view.
Time will tell, and thankfully there are two people still around to give their 1st-hand input rather than our 2nd-guessing.
The aircraft appears to have followed a wide left turn with continued descent passing around Culdrose at about 8000ft before tracking east across the Lizard, coasting out, then making a left turn back towards the Helford.
FR24 playback is still available to view.
Time will tell, and thankfully there are two people still around to give their 1st-hand input rather than our 2nd-guessing.
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NLG, seems it kicked off at around 14,000 ft or so as xx189 tracked south west. 7700 squawk appeared on fr24 as it passed north of Falmouth, still heading sw, and descending through around 11,500ft.
The aircraft appears to have followed a wide left turn with continued descent passing around Culdrose at about 8000ft before tracking east across the Lizard, coasting out, then making a left turn back towards the Helford.
FR24 playback is still available to view.
Time will tell, and thankfully there are two people still around to give their 1st-hand input rather than our 2nd-guessing.
The aircraft appears to have followed a wide left turn with continued descent passing around Culdrose at about 8000ft before tracking east across the Lizard, coasting out, then making a left turn back towards the Helford.
FR24 playback is still available to view.
Time will tell, and thankfully there are two people still around to give their 1st-hand input rather than our 2nd-guessing.
Gnome de PPRuNe
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Various migratory birds will fly much higher than 14000' so it's not impossible that something feathery went down an air intake. I believe a 727 had a (feathered) hawk through the radome somewhere up around 30000' in the '70s (the version I heard had its carcass entering the cockpit via the footwell and busting the first officer's leg!) and another airliner ingested a vulture even higher than that. Think both occurred over Africa/Middle East though.
Gulls are far too lazy to climb that high, particularly if there's any prospect of snaffling a pasty or a 99.
Gulls are far too lazy to climb that high, particularly if there's any prospect of snaffling a pasty or a 99.
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Not a bird strike but many years ago I was westbound to N America around 30W at FL260 when an insect impacted the middle of my windscreen, I always thought that was one very lost (& unlucky) bug.
I took an albatross just after airborne at Midway many years ago. No indications. Six hours later after landing it was extracted from one of the concord shaped cooling duct intakes between the jet pipes. Deep frozen and quite cylindrical. Only slight damage to the redundant intake.
Nothing matters very much, most things don't matter at all.
Nothing matters very much, most things don't matter at all.
Coming back through cloud and dodging the cu-nimbs in China there was a loud thud and the windscreen got covered in blood and feathers. An unauthorised cormorant flying illegally under IMC had run into the radar radome. Not only had it totalled itself but it collapsed the radome and jammed the scanner. Now blind to the weather there followed quite a bumpy ride until we were clear.
The British engineers looked at it in an advisory capacity and stated that it needed a new radome. The Chinese engineers, whose aircraft it was, took it off and departed for the nearest panel beaters.
It come back a few hours later; indistinguishable from new.
The British engineers looked at it in an advisory capacity and stated that it needed a new radome. The Chinese engineers, whose aircraft it was, took it off and departed for the nearest panel beaters.
It come back a few hours later; indistinguishable from new.
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I can remember a Learjet we operated, the wing on it was so critical, it had a mixture of flush and dome headed screws along the leading edge to maintain the wing characteristics etc, it was forbidden to remove the leading edge for maintenance, this had to be carried out at a Lear main facility because simply removing the screws and putting them back in the same holes could alter the characteristics. Anyway on take off it meet a goose and boy was the dent to behold.. pictures flew back and forth and eventually Lear told us to take the leading edge off, beat the proverbial out of it to get it back into some shape resembling the leading edge, then fly it back to the USA for replacement and setting up.
Avoid imitations
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A Hawk flying at speed and suffering a bird strike could easily zoom climb to quite some altitude. Converting speed to height is ingrained into military trained pilots, to give more time to deal with the situation. So if it was a bird strike it might have occurred much lower than the appearance of the 7700 squawk might suggest.
Shytorque
You are correct in your statement of zooming to height but you have over egged it slightly.
A Hawk at LL (let’s assume 420 knots) that suffers a catastrophic engine failure can expect to achieve somewhere in the region of 5000’ AGL and establish a 190 KIAS glide. This assumes it is flown in an energy efficient way.
I will reiterate that I know nothing about the accident in question and the bird strike idea is still theoretical.
BV
A Hawk at LL (let’s assume 420 knots) that suffers a catastrophic engine failure can expect to achieve somewhere in the region of 5000’ AGL and establish a 190 KIAS glide. This assumes it is flown in an energy efficient way.
I will reiterate that I know nothing about the accident in question and the bird strike idea is still theoretical.
BV
Coming back through cloud and dodging the cu-nimbs in China there was a loud thud and the windscreen got covered in blood and feathers. An unauthorised cormorant flying illegally under IMC had run into the radar radome. Not only had it totalled itself but it collapsed the radome and jammed the scanner. Now blind to the weather there followed quite a bumpy ride until we were clear.
The British engineers looked at it in an advisory capacity and stated that it needed a new radome. The Chinese engineers, whose aircraft it was, took it off and departed for the nearest panel beaters.
It come back a few hours later; indistinguishable from new.
The British engineers looked at it in an advisory capacity and stated that it needed a new radome. The Chinese engineers, whose aircraft it was, took it off and departed for the nearest panel beaters.
It come back a few hours later; indistinguishable from new.
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Coming back through cloud and dodging the cu-nimbs in China there was a loud thud and the windscreen got covered in blood and feathers. An unauthorised cormorant flying illegally under IMC had run into the radar radome. Not only had it totalled itself but it collapsed the radome and jammed the scanner. Now blind to the weather there followed quite a bumpy ride until we were clear.
The British engineers looked at it in an advisory capacity and stated that it needed a new radome. The Chinese engineers, whose aircraft it was, took it off and departed for the nearest panel beaters.
It come back a few hours later; indistinguishable from new.
The British engineers looked at it in an advisory capacity and stated that it needed a new radome. The Chinese engineers, whose aircraft it was, took it off and departed for the nearest panel beaters.
It come back a few hours later; indistinguishable from new.
with probably a bloody great shadow on the radar return
Avoid imitations
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You are correct in your statement of zooming to height but you have over egged it slightly.
A Hawk at LL (let’s assume 420 knots) that suffers a catastrophic engine failure can expect to achieve somewhere in the region of 5000’ AGL and establish a 190 KIAS glide. This assumes it is flown in an energy efficient way.
I will reiterate that I know nothing about the accident in question and the bird strike idea is still theoretical.
BV
A Hawk at LL (let’s assume 420 knots) that suffers a catastrophic engine failure can expect to achieve somewhere in the region of 5000’ AGL and establish a 190 KIAS glide. This assumes it is flown in an energy efficient way.
I will reiterate that I know nothing about the accident in question and the bird strike idea is still theoretical.
BV
Shytorque
If you had started at LL that means 10 miles of gliding until the aircraft will impact the ground. Since we usually plan to eject before we get too low (let’s say about 1-2000’ minimum) that gives about 6 or 7 miles of useful gliding range which equates to approximately 2 minutes of flying time.
Of course if the engine failure happens at a higher altitude you can add the numbers on (although your zoom potential will be lessened and you will be less likely to have been traveling at such a high IAS).
Despite all of this I still know precisely nothing about the circumstances surrounding last weeks crash.
BV
