Ryanair incident Ciampino.
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Well it seems some pilots once fell into the same trap according to this other recent, but only 7 years late final report
Last edited by slip and turn; 29th Dec 2018 at 22:22.
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Boeing FCTM
Recent studies of engine bird strikes reveal that approximately 50% of engine bird strikes damage the engine(s). The risk of engine damage increases proportionally with the size of the bird and with increased engine thrust settings.
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Recent studies of engine bird strikes reveal that approximately 50% of engine bird strikes damage the engine(s). The risk of engine damage increases proportionally with the size of the bird and with increased engine thrust settings.
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https://norvenmunky.wordpress.com/20...ap-of-faith-2/
The regional authorities didn’t allow the Bird Controllers to disrupt the Starling roosting places which were just outside the airfield boundary, ( a linear large grouping of poplars) or use lethal measures on the airfield. Starlings were/are a protected species in Italy.
The starlings used to ‘commute’ across the airfield...
The regional authorities didn’t allow the Bird Controllers to disrupt the Starling roosting places which were just outside the airfield boundary, ( a linear large grouping of poplars) or use lethal measures on the airfield. Starlings were/are a protected species in Italy.
The starlings used to ‘commute’ across the airfield...
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I wonder where they got the data from to deduce the effect of thrust vs damage. Seem like thrust goes with AC speed which goes with startle affect at altitudes where birds are commonly ingested.
In my view thrust is not a significant parameter in ingestion damage Kinematics is i.e. vectors
Recent studies of engine bird strikes reveal that approximately 50% of engine bird strikes damage the engine(s). The risk of engine damage increases proportionally with the size of the bird and with increased engine thrust settings.
In my view thrust is not a significant parameter in ingestion damage Kinematics is i.e. vectors
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I have to respect Ryanair pilots. Some of the best pilots in the industry.
But why the heck would you try and go around (and effectively "circumnavigate" around a flock of birds) when you are on final? That's just asking for trouble. The moment you hit something on final, whether a bird or a drone (at LGW), you continue and commit.
There is a really good video floating around on Youtube of a 747 hitting birds on final (filmed in the flight deck). Sure it was the nose cone but the commander called for continue and the FO landed it.
But why the heck would you try and go around (and effectively "circumnavigate" around a flock of birds) when you are on final? That's just asking for trouble. The moment you hit something on final, whether a bird or a drone (at LGW), you continue and commit.
There is a really good video floating around on Youtube of a 747 hitting birds on final (filmed in the flight deck). Sure it was the nose cone but the commander called for continue and the FO landed it.
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The Captain affirmed that normally a pilot in doubt is trained and conditioned to go around, because «the threat is from the ground and not the sky»
We were trained for that! And I believe it is still applicable. In case of doubt, go around
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Did not see report as was away during late December when published.
Difficult to disagree with Captain's assessment based on the information he had to hand and a split second to make that decision.
Not surprising that Ryanair did make an award to both Captain and FO shortly after this, it was clearly justified.
Based on the information trained for then it was the correct decision but subsequent training suggest than landing bearing in mind where they were may have been better but Captain landed the plane so it was a good landing, being able to use it again it would have been a great one but 152 lived
Well done Captain and First Officer. .
We were trained for that! And I believe it is still applicable. In case of doubt, go around
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Did not see report as was away during late December when published.
Difficult to disagree with Captain's assessment based on the information he had to hand and a split second to make that decision.
Not surprising that Ryanair did make an award to both Captain and FO shortly after this, it was clearly justified.
Based on the information trained for then it was the correct decision but subsequent training suggest than landing bearing in mind where they were may have been better but Captain landed the plane so it was a good landing, being able to use it again it would have been a great one but 152 lived
Well done Captain and First Officer. .
