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fatal bird strike



 
 
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  #1  
Old July 10th 03, 04:52 AM
StellaStar
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Default fatal bird strike


"A flight instructor and a student died Tuesday after their
single-engine Cessna struck a bird and crashed near Frisco, officials
said.


Which local paper? It isn't in the preliminary reports...
http://www2.faa.gov/avr/aai/A_0708_Y.txt

  #2  
Old July 10th 03, 05:18 AM
H. Adam Stevens
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not to mention the bird
"StellaStar" wrote in message
...

"A flight instructor and a student died Tuesday after their
single-engine Cessna struck a bird and crashed near Frisco, officials
said.


Which local paper? It isn't in the preliminary reports...
http://www2.faa.gov/avr/aai/A_0708_Y.txt



  #3  
Old July 10th 03, 05:30 AM
Aardvarks
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StellaStar wrote:
"A flight instructor and a student died Tuesday after their
single-engine Cessna struck a bird and crashed near Frisco, officials
said.



Which local paper? It isn't in the preliminary reports...
http://www2.faa.gov/avr/aai/A_0708_Y.txt


http://www.nbc5i.com/news/2318501/detail.html

WW


  #4  
Old July 10th 03, 05:00 PM
Ron Natalie
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"StellaStar" wrote in message ...

"A flight instructor and a student died Tuesday after their
single-engine Cessna struck a bird and crashed near Frisco, officials
said.


Which local paper? It isn't in the preliminary reports...
http://www2.faa.gov/avr/aai/A_0708_Y.txt


IDENTIFICATION
Regis#: 166ME Make/Model: C172 Description: 172, P172, R172, Skyhawk, Hawk
Date: 07/08/2003 Time: 1644

Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N
Damage: Substantial

LOCATION
City: FRISCO State: TX Country: US

DESCRIPTION
ACFT REPORTED A MAYDAY AFTER LOSING CONTROL DUE TO A BIRD STRIKE, AND
CRASHED, TWO PERSONS ON BOARD WERE FATALLY INJURED, FRISCO, TX

INJURY DATA Total Fatal: 2
# Crew: 2 Fat: 2 Ser: 0 Min: 0 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:

WEATHER: TKI 1553 UTC 18009KT 150V210 10SM BKN022 29/23 A3113

OTHER DATA
Activity: Training Phase: Cruise Operation: General Aviation

Departed: ADDISON AIRPORT, DAL Dep Date: 07/08/2003 Dep. Time: 1632
Destination: ADDISON AIRPORT Flt Plan: UNK Wx Briefing: U
Last Radio Cont: 2 MILES W OF AERO COUNTRY
Last Clearance: NO CONTROL INSTRUCTIONS PROVIDED

FAA FSDO: DALLAS, TX (SW05) Entry date: 07/09/2003



  #5  
Old July 10th 03, 09:25 PM
Big John
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On last flight in a 337 a few years ago, I ran into two big buzzards
(6-8 ft wing span 20-30 lbs) just west of Houston. By adroit flying
kept one from comming through the prop and into the cockpit and
thought I would miss other but he folded his wings and dropped and I
hit him about 10 feet out on the wing causing major visable damage
from cockpit. Very carefully flew back and landed safely. Inspection
showed major internal damage to structure of wing. Just lucky I guess
that all held together.

As I have said prior, I'd rather be lucky than good ) Of course
both are better than only one.

Big John
Point of the sword


On 9 Jul 2003 07:14:36 -0700, (RM) wrote:

From the local newspaper:

"A flight instructor and a student died Tuesday after their
single-engine Cessna struck a bird and crashed near Frisco, officials
said. A Federal Aviation Administration official said air traffic
controllers received three maydays from the pilot."

It was a Monarch Air Skyhawk, their new Millenium Edition one.
An accompanying photo showed the smashed plane in an open field.


  #6  
Old July 11th 03, 02:11 AM
Craig
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Big John wrote in message . ..
On last flight in a 337 a few years ago, I ran into two big buzzards
(6-8 ft wing span 20-30 lbs) just west of Houston. By adroit flying
kept one from comming through the prop and into the cockpit and
thought I would miss other but he folded his wings and dropped and I
hit him about 10 feet out on the wing causing major visable damage
from cockpit. Very carefully flew back and landed safely. Inspection
showed major internal damage to structure of wing. Just lucky I guess
that all held together.

As I have said prior, I'd rather be lucky than good ) Of course
both are better than only one.


I had the misfortune to have to do the temporary repairs on a
friend/client's T-28 at an airshow a few years ago. Struck an egrett
during a high speed pass at the show. It took me over 5 hours to
remove all the bits and pieces of the bird that we could from in front
of the main spar and from out of the small lightening hole in the spar
that it went through. Three months later when we did an annual on the
a/c, we still were finding bird parts all through the airframe. To
this day, I still don't know how some of the feathers and skin found
there way into the beacon on the top of the vertical fin.....

Craig C.

  #7  
Old July 11th 03, 02:27 AM
G.R. Patterson III
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Larry Dighera wrote:

From your bird-strike account, it would seem like the smart thing to
do when a bird-strick is imminent is to climb rather than dive.


One article I read last year (I believe it was in AOPA Pilot) said that
most birds dive when startled. One or two species (they were mentioned
in the article) don't do this, but I don't remember which. Maybe gulls.

George Patterson
The optimist feels that we live in the best of all possible worlds. The
pessimist is afraid that he's correct.
James Branch Cavel
  #8  
Old July 12th 03, 12:47 PM
Larry Dighera
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On Thu, 10 Jul 2003 21:27:55 -0400, "G.R. Patterson III"
wrote in Message-Id:
:

Larry Dighera wrote:

From your bird-strike account, it would seem like the smart thing to
do when a bird-strike is imminent is to climb rather than dive.


One article I read last year (I believe it was in AOPA Pilot) said that
most birds dive when startled.



The AIM mentions another phenomenon:

7-4-2. Reducing Bird Strike Risks

d. When encountering birds en route, climb to avoid collision,
because birds in flocks generally distribute themselves downward,
with lead birds being at the highest altitude.

One or two species (they were mentioned in the article) don't do this,
but I don't remember which. Maybe gulls.


This AOPA article implies that birds always dive:
http://www.aopa.org/members/files/to..._overview.html
Don't fly beneath a flock of birds. When birds sense danger in the
air they have a tendency to dive. If you are approaching a flock
of birds you should ALWAYS pitch up. [Emphasis added]


This may have been the article you saw; it is a bit more ambiguous:

http://www.aopa.org/members/ftmag/ar...m?article=3712
August 2000
Instructor Report
Heard About The Bird?
Sharing The Air
Sharing the air with birds is a great thing, except when aircraft and
birds try to occupy the same space at the same time. Usually that is a
lose-lose proposition. In flight training, bird avoidance may not seem
like a high-priority item, and yet there is enough evidence to suggest
that CFIs and students should have at least a passing discussion about
why it's good to avoid birds.
Reportedly, a CFI and student were cruising at 1,500 feet when they
were approached by a flock of 10-pound turkey buzzards. The landing
lights on their Piper Warrior were turned on, and most of the flock
turned sharply left and dived. But one confused avian turned right and
collided with the Warrior's stabilator. There was a loud bang followed
by some vibration. The instructor declared an emergency and landed
uneventfully at a nearby airport. The bird was not recovered and
presumably fared less well than the airplane.

Bird strikes, while not considered a big issue for light general
aviation aircraft, have been responsible for some major accidents and
more than 300 fatalities since the age of flight began. According to
an FAA study, more than 16,000 collisions occurred during a recent
seven-year period over the United States, Puerto Rico, and the U.S.
Virgin Islands. Nearly 80 percent occurred less than 1,000 feet above
the ground, but some high fliers have encountered flocks of birds at
altitudes exceeding 20,000 feet.

Some of the physics of a bird encounter may pique your interest. An
FAA flight standards district newsletter mentions that hitting a
two-pound seagull - the type of bird most likely to be involved in a
bird strike - at a speed of 120 mph results in an impact force of
4,800 pounds. Jets have a much bigger problem. An impact at 600 mph
results in a force of more than 35 tons. Frequently, jet engines will
be severely damaged or fail as the result of a strike. The U.S. Air
Force suffers millions of dollars of losses each year as well as
periodic fatalities caused by bird strikes involving high-speed
aircraft.

The engine of a propeller-driven aircraft is seldom harmed. The danger
comes from broken windshields or structural damage to wings or
empennage. The danger of a bird joining you in the cockpit should not
be underestimated. A firsthand account comes from a Cessna 172 pilot:
"With explosive suddenness, the windshield shattered, air rushed in,
and my door blew open. There was a thud against the back of my seat,
and the noise rose to deafening levels. With increased drag we quickly
lost airspeed and altitude."

One of the most likely places to encounter birds is the airspace
around airports. Airports are occasionally located adjacent to dumps.
This is considered an incompatible mix as birds are attracted in large
numbers to garbage and thus pose a hazard to arriving and departing
aircraft. To help, FAA has published Advisory Circular AC 150/5200-33
to provide guidance to communities and airport managers.

For pilots, the Air Force Bird Aircraft Strike Hazard Team (BASH-I'm
not making this up) and FAA's Aviation News from January 1996 offer
this guidance for avoiding bird strikes:


Avoid low altitude flight as much as feasible to reduce the risk of a
strike.
Strikes are most likely in August, September, and October -
particularly in migratory flyways. These tend to be the larger birds.
Keep a lookout, just as you would for other flying objects.
Dawn and dusk are the times with the highest probability of a bird
encounter.
Turn on landing or recognition lights. This helps birds see oncoming
aircraft.
Plan to climb. Birds almost invariably dive away, but there are
exceptions.
Slow down. This will allow birds more time to get out of your way and
will lessen the impact force if you do hit one.
If a collision seems likely, duck below the glareshield to avoid being
hit by the bird and flying plexiglass. Advise passengers to do the
same. Protect your eyes and head.
If a collision occurs, fly the aircraft first. Assess the damage and
decide whether you can make it to an airport or you should make an
off-airport landing. Declare an emergency - it doesn't cost anything.
Even if no damage is visible, divert to the nearest airport and have a
mechanic look at the airplane. There are likely to be some aerodynamic
modifications that do not have FAA approval.

For more information on bird strikes, see the FAA's bird strike page (
www.faa.gov/arp/pdf/strkrpt.pdf ), AOPA's bird strike pamphlet
(www.birdstrike.org ), and the joint FAA/USDA Web site (www.faa.gov/
arp/pdf/manfin.pdf ). Bruce Landsberg is executive director of the
AOPA Air Safety Foundation.


And more info:

http://www.aopa.org/members/ftmag/ar...fm?article=885
June 1996
Features
Avoiding Bird Strikes
Understanding Our Feathered Foes
We were cruising along the coast at 1,500 feet when a gray speck
suddenly emerged from the haze and blossomed in front of the
windscreen. A quick bank, and the migrating goose sped harmlessly over
the wing. "Have you ever wondered why birds fly backwards up here?" my
friend asked, making light of the near miss. "It's just one of the
mysteries of aviation," I countered.
Although we joked about the situation, midair collisions are not a
laughing matter-even if the other "flying machine" has flapping wings.
Pilots and airport operations crews have battled for decades with
birds over rights to the local airways, runways, and taxiways. Every
time a bird and airplane collide, a death occurs. Birds usually fare
the worst, but sometimes the encounter is just as deadly for those in
the aircraft.

Bird strikes date to the dawn of aviation. The first fatality was
recorded April 3, 1912, when Galbrath Rogers hit a sea gull in his
Wright Flyer off the California coast. Newspaper accounts claimed
Rogers crashed and drowned. Encounters with birds have grown more
frequent and deadly as airplanes have increased in number and speed.

According to a recent report, more than 2,000 bird strikes are
reported in the U.S. each year, and that figure represents only about
half the total incidents. While we can't equip birds with transponders
or teach them to follow ATC instructions, there are ways to mitigate
the hazard. The process starts with an understanding of our fine
feathered fliers.


The Main Attraction
Why do birds like airports? "Three major factors attract birds: food,
protection, and nesting areas," says Laura Henze, a wildlife biologist
with the U.S. Department of Agriculture's Animal Damage Control group,
who has been providing technical assistance to airports and others
with bird problems for 13 years. "For different species of birds, the
specifics will vary. Gulls and blackbirds will be attracted to
different habitats to fill these same three needs."

Food is the problem at Connecticut's Groton-New London Airport. Its
410 acres are bordered on three sides by water, the source of a
plentiful supply of sea-gull food (shellfish is the main attraction).
At low tide, the birds snatch clams, mussels, and oysters from the
flats and drop them on the runway to crack them open. Then they land
for dinner.

The feeding and nesting habits of gulls all too often impair
operations at airports like Groton. In fact, about 30 percent of all
reported U.S. bird strikes involve gulls. But at Groton, there's a
unique twist. "These birds haul in oyster shells attached to rocks the
size of your fist, and drop them on the runway," says airport manager
Gary Schmid. If the idea of dodging a gull worries you, imagine the
impact of a fist-sized stone.

Inland airports near landfills have similar problems, because, Henze
says, gulls are also fond of landfill food. But the availability of
food is not the only airport attraction for gulls. They also like
areas with short grass where they can sit and see for a distance. In
the early morning, gulls often sit on the runway to take advantage of
its warmth. During cloudy, rainy weather and overcast conditions, sea
gulls may find more shelter at the airport than they do along the
shore. No matter how you look at it, airports and runways are prime
residential real estate for gulls.

While gulls cause many of the bird problems at airports, they are not
alone. Predatory birds such as hawks and owls prefer areas with tall
grass, which harbor rodents and insects. "If an airport has tall
grass," says Henze, "expect a lot of grasshoppers, and a lot of
Kestrels." Airport hangars attract other birds. "Some airports have
large starling roosts in winter," notes Henze. "Entering through tiny
holes, they roost in the rafters. When these birds come out, large
flocks can fly across the runway." Antennas, wires, and other
structures form perches from which various species of birds can survey
the area for food and predators. The bottom line is that virtually all
airports are likely to attract birds. The severity of the problem
fluctuates with time of day and season of the year.


Moving Targets
Migrating birds create a major hazard. Twice a year, birds around the
world fly to warmer, more hospitable regions. In some areas, the
problem is accentuated by geography, which forces mass migrations over
small land bridges. "The problem in Israel is monumental," says Mike
Amir, a former Israeli fighter pilot. "Birds migrating from Europe to
Africa can't cross the Mediterranean Sea, so they funnel around the
eastern shore through Israel. Millions of birds pass through our
airspace on these twice-yearly migrations. The problem became so
severe that we were losing more airplanes from bird strikes than we
lost from all the wars combined."

To combat the problem, the Israelis carefully studied the behavior of
migratory birds. Using motorgliders, researchers followed migrating
birds on their travels through Israel, mapping the routes and noting
the dates, times, and altitudes of various species. "Based on these
data," says Amir, "we restrict pilots from flying in certain areas and
at specific altitudes when the birds are migrating. For some species,
we know the specific dates when we need to avoid certain areas."

Although not as dramatically, the U.S. military also loses airplanes
to bird strikes, particularly during low-level maneuvers and training
missions. Like Israel, the U.S. has studied the movement of birds,
especially migratory waterfowl.

"We try to minimize bird strikes by knowing where and when birds will
fly," says Gene LeBoeuf of the U.S. Air Force's Bird Aircraft Strike
Hazard (BASH) team. "The BASH program's objective, like the Israeli
efforts, is to reduce the potential of bird strikes. We have a
computer model based on historical movement of waterfowl. Al-though it
doesn't cover all species, it gives us a good indication. If birds are
expected to move through an area, we try to avoid it, especially if
we're planning high-speed low-level maneuvers, where there's little
room for error."


The Danger Zone
Humans often think birds are small and fragile-hollow bones with a
feathery covering. But the packaging is deceptive. Even small birds
can cause substantial aircraft damage. Hitting a 2-pound gull at 200
kts can have an impact force of around 8,000 pounds.

The record speaks for itself. A Cessna 210 struck an eagle, rupturing
a fuel tank and jamming a control cable. A Cessna 185 hit a bald
eagle, bending the wing strut and horizontal stabilizer. A Beech
Skipper on takeoff collided with a hawk and damaged the wing beyond
repair.

A windscreen strike is perhaps the most serious problem for a general
aviation aircraft. Because the impact dissects the bird into basic
flesh and fluid, visibility is often obscured (if the windscreen is
intact), which makes landing a tricky proposition. If the windshield
fails, everything is up for grabs. "Windscreens of transport category
aircraft are designed to prevent bird penetrations, but that's not
true for small aircraft," LeBoeuf says. "Their windscreens simply
aren't designed for bird impacts, and birds will come right through
them."


Ducking the Problem
While knowing when and where birds are likely to fly is a key way of
avoiding bird strikes, they can happen virtually anywhere, anytime.
They have been documented in every state and in every month. Early
morning and dusk are the most likely times for a bird strike. "They
often feed first thing in the morning, and just before nightfall,"
LeBoeuf says.

Most bird strikes occur at lower altitudes; only 7 percent of reported
bird strikes happen above 3,000 feet AGL. "The highest documented bird
strike occurred at an altitude of 37,500 feet when a griffin's vulture
was struck by a Boeing 737," LeBoeuf says. "This was a very unusual
case. The bird was probably taken to altitude in a thunderstorm." The
greatest percentage, (77 percent), of strikes occur below 500 feet,
with 63 percent of all reported strikes occurring between 100 feet AGL
and the ground. Eighty-eight percent of all reported strikes happen
during approach, landing, and takeoff.

With these points in mind, pilots should be especially cautious during
early morning and evening departures and arrivals. If you see birds on
or near the runway, call the tower and ask to have the birds cleared
from the area. Even at noncontrolled airports, operations personnel
can usually scare birds off for arriving or departing aircraft.

Groton's Schmid warns, "You don't want to taxi out and maneuver around
birds, thinking you'll scare them off when you run up the engine.
Often they just sit there and stare at you. They've been around
airplanes too long to consider them a threat."

LeBoeuf notes that close to the ground, a bird's first response to
danger may be to get some air under its wings. When you are on takeoff
or landing, birds may become airborne just as you approach, creating
an even more hazardous situation. If you encounter birds at altitude,
the general recommendation is to pull up because the bird's typical
reaction is to dive. Birds can usually spill air and lose altitude
faster than they can climb.

Although birds are more active in the early morning and toward dusk,
don't lower your guard at other times. Nearly 25 percent of reported
bird strikes occur at night. Some birds, such as owls, are more active
at night. "Many waterfowl, such as geese, migrate at night," notes
Henze, "posing a serious threat to pilots."

LeBoeuf agrees, citing an example. "A Cessna 172 was flying over Fort
Meade, Maryland, one night and lost its windscreen when it hit a flock
of ducks at 1,800 feet. The new opening became a wind scoop real fast,
and the pilot had to use full power to stay in the air. He landed at
Fort Meade without a clearance, but at least he lived to tell about
it."

Other factors can influence bird movement, increasing the chances of
encounters during various times of day. "Birds are often active around
weather fronts," says LeBoeuf. "Ducks love to migrate south behind a
moving front. It's a free ride." Schmid adds, "Our worst hazards are
at low tide, when the birds can feed on the mussels, clams, and
oysters." Checking tide tables might be as important as a thorough
weather briefing at coastal airports.


Something Fowl in the Air
Migratory waterfowl are almost twice as likely as other birds to cause
damage because of their large size and weight. According to the
Aeronautical Information Manual, ducks and geese are frequently seen
at altitudes up to 7,000 feet. While the sophisticated computer models
the military uses to predict migratory waterfowl movement aren't
available to most pilots, some general rules apply. Statistics show
that most bird strikes occur between July and November, with September
being the peak month. Bird populations are greatest in late summer and
autumn, and many of the migrating birds are young and inexperienced.

One primary migratory route follows the eastern coast of the U.S.
Consequently, many coastal cities and airports experience migratory
bird problems in the spring and fall, says Henze. "Coastal airports
such as Boston and Naval Air Station South Weymouth have major
problems with migrating swallows, whereas airports farther inland
don't seem to have as much trouble."

The AIM identifies three more major U.S. migratory flyways. The
Mississippi Flyway extends from Canada through the Great Lakes and
along the Mississippi River. The Central Flyway extends from central
Canada through a broad area east of the Rockies and into Central
America. The Pacific Flyway follows the Pacific coast. While the major
flyways are the birds' primary routes, numerous smaller routes exist
throughout much of the country. Rivers, for example, are often
migratory routes.

Pilots should be especially wary of bird encounters along coastal
areas, near large bodies of water such as lakes and reservoirs, and
around marshes and wetlands because these areas are often stopping
points for migrating birds. Remember that the recommended minimum
2,000-foot AGL altitude for overflying wildlife refuges, national
seashores, scenic river ways, and other areas depicted on sectional
charts is there to protect you as much as to protect the wildlife.


Airports Strike Back
Reducing the potential for bird strikes at an airport involves several
strategies, Henze says. The first step is habitat management-making
the airport as unattractive to birds as possible. "Cutting grass to
the proper height to discourage problem birds is often an important
control measure. If gulls are the problem, keep the grass 10 to 14
inches high so they can't see over it. If birds of prey are the
problem, keep the grass about 6 inches to discourage rodents, and
remove any unnecessary posts, fences, or trees that predators use as
perches. Netting suspended beneath rafters will prevent birds from
roosting in hangars."

The next step is to harass or frighten the birds. One method is to
play bird distress-call tapes over loudspeakers. Pyrotechnic devices,
propane cannons, sirens, whistles, decoys, shotgun blasts, and even
radio-control model airplanes have been successful in frightening
birds from airports and nearby landfills.

Keeping bird harassment effective, however, requires constantly
changing your methods because birds become accustomed to the warnings.
"After a while, they know there's no real threat," says Schmid. "When
birds get used to shotgun blasts, we chase them with a vehicle. When
that stops working, we use sirens."

The final step is lethal control, an option that requires a U.S. Fish
and Wildlife Service permit. If the birds refuse to move or ignore
scare tactics, the only option may be to kill a few. "That reminds
them what the noises mean," says Henze, "and reinforces the proper
response to warning signals."


Reporting the Problems
Communication is, perhaps, the most important part of bird-strike
avoidance. Pilots should check for NOTAMs regarding bird activity,
especially during migratory seasons. "We have a standing FDC NOTAM
warning pilots of birds on and in the vicinity of the Groton airport,"
says Schmid. "Some airports post warnings only at certain times of the
year, but we run ours all the time. Literally, whenever we have a low
tide, we're going to have a problem."

Anytime pilots see birds flying in the area, deer standing on the
runway, coyotes chasing rabbits, or other potentially hazardous
wildlife, they should advise the airport operator and/or tower. When
reporting bird activity, include the location, type of bird,
approximate numbers, altitude, and direction of travel. This helps ATC
provide warnings to other pilots. Pilots should also report bird
activity to other aircraft at uncontrolled airports.

Formal notification is also important. Pilots are encouraged to file
incident reports (FAA Form 5200-7, Bird Strike Incident/Ingestion
Report, is in the AIM) anytime they have an encounter with a bird.
"Even if you came close, or just think you hit one, fill out the form
and send it in," LeBoeuf urges. "Make as much noise as possible so
that everyone is aware of the problem. Unless we can show a real
danger, we can't address the concerns of the Humane Society, the Fund
for Animals, and other animal rights groups. Our job is easier when
pilots identify problems and report strikes to the proper agency."

The problem of bird strikes isn't likely to go away. Birds have been
flying a lot longer than we have, and they will probably be here long
after we're gone. "We'll never solve the problem completely," LeBoeuf
says, "but with the proper attention, we can minimize the risk."


Bird strike avoidance tips

When at low altitude, or approaching an area where bird encounters are
likely, slow the aircraft as much a practical. Remember that the
impact energy increases with the square of the velocity, so an impact
at high speed is much more damaging than one at low speed.

Avoid taking off when birds are on the runway. They may not sense
danger until you are too close, and then become airborne just ahead of
you.

Use the defroster to heat your windshield in cold weather. A warm
windscreen is less brittle than a cold one, and less apt to break on
impact.

Avoid flying over areas where birds congregate, such as wetlands,
cultivated fields, and landfills. Gulls are known to circle landfills
at altitudes of more than 1,000 feet. Steer clear of large bodies of
water such as lakes and reservoirs, marshy areas, and wildlife refuges
because migratory birds often stop at them.

When approaching uncontrolled airports early in the morning, fly over
the airport (well above pattern altitude) to check for flocks of
birds. For an early morning departure, keep looking for birds on or
near the runway. If necessary, taxi down the runway to check for birds
and try to scare them away, or select another runway.

The FAA recommends pilots turn on their lights while operating in
areas where birds are likely. Evidence suggests that bright lights may
help birds see and avoid airplanes.

Check NOTAMs for bird activity near airports, take appropriate
precautions.

Keep a pair of shatterproof glasses or goggles in the cockpit and use
them whenever departing or arriving at airports where birds
congregate.


Yet more info:
http://www.aopa.org/members/files/topics/wildlife.html



  #9  
Old July 13th 03, 05:32 PM
Craig
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Default

Big John wrote in message news:d

The wing on theT-28 'A' model met specs but was not supper strong. (I
did some of the service test on it). We had to watch students or they
would wrinkle the wing when out solo. Was 'your' bird a 'A' or 'B'?
Probably a 'B' (Navy version)? I've seen very few 'A's' in the
civilian market. That two bladed Aero Products Prop and 7 Cyl 900 HP
engine on 'A' was a bummer.


This one started life as a B model. Had the big engine and the three
blade prop, tall canopy. Had a documented histroy with the Blue
Angles, but the owner *just had to have* it painted up in Lexington
colors and markings...
The bird strike was right between ribs 3 and 4 or 4 and 5 on the right
wing. Never could figure out how it got through the prop without
touching it....Only thing we couldn't fix at the time was the phenolic
tube that ran out the wing in front of the spar. Last time I saw the
airplane, and that's been a few years, you could still get a whiff of
stentch in the cockpit after it had been closed up for a few days.

BTW..what part of Astro city are you in? I lived out where Beltway 8
is now. West Belt road was the western city limit when we moved there
in '65.

Craig C.

  #10  
Old July 13th 03, 09:41 PM
Big John
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Craig

Big canopy?

The preproduction birds I flew at Edwards had the original BIG TALL
canopy. Like sitting in a glass circus tent. Was a foot or more over
your head. Flying with it gave you a headache as the big wide prop
blades each threw a big chunk of air back on canopy and gave what was
called a two 'P' vibration. Was like flying inside a bass drum.

Edwards took a three bladed prop off a C-131 and cut down to the
correct diameter to fit the 900 HP engine in 'A'. This stopped the
pounding in the cockpit but Aero Products had made and delivered their
whole contract (500+/- props) which were stored in a warehouse and AF
didn't want to throw away (that money). Alternate solution was to cut
the canopy down (about 6-8 inches as I recall). They should have
dumped the Aero Products and put three bladed props on. Smooth engine,
less pounding in cockpit, no crankshaft breaking at prop hub, etc.

I have between 300-400 hours in 'A' bird. Could have opted for the 'B'
in Panama (605th Air Commando Sq) but figured the A/B-26K would be
more fun. Glide bombing, strafing, rockets, etc. Same configuaration
(K version) they flew on 'trail' in VN.

When Navy bought bird ('B') most of the basic 'bugs had been cleaned
up by AF (

I live just off Memorial Drive between Toll Road (Sam Houston Parkway
ex Westbelt) and Wilcrest. We were pretty well out west when we bought
(1972) but now they are tearing the houses down to get the land and
building million dollar homes around us (makes my 3000 sq ft with pool
look like the poor boy on the block ( I-10 is being expanded to
10-12 lanes (just started) over the next 5 years. Will be just as
crowded when finished as it is now )

The T-28 was one of the first A/C designed to minimum structural
criteria to meet specs. Prior A/C through the years had been over
designed as engineers didn't want anything to break. With the design
change (to reduce weight and give better performance) the birds were
designed light and flown. As things broke during test (Edwards), only
those items were beefed up before birds went to units. This ended up
giving you a best weight to performance bird. All (at least military
aircraft) are designed this way now. Of course with computers they are
now better able to design close to optimum weight/strength first time.

Hope some of these rambles about history help those building and
flying homebuilts understand how things went along through the years
since the Wrights.

My grand son is going to make his first 'dual' parachute jump this
afternoon. Waiting to hear how it went.


Big John


----clip----

This one started life as a B model. Had the big engine and the three
blade prop, tall canopy. Had a documented history with the Blue
Angles, but the owner *just had to have* it painted up in Lexington
colors and markings...
The bird strike was right between ribs 3 and 4 or 4 and 5 on the right
wing. Never could figure out how it got through the prop without
touching it....Only thing we couldn't fix at the time was the phenolic
tube that ran out the wing in front of the spar. Last time I saw the
airplane, and that's been a few years, you could still get a whiff of
stench in the cockpit after it had been closed up for a few days.

BTW..what part of Astro city are you in? I lived out where Beltway 8
is now. West Belt road was the western city limit when we moved there
in '65.

Craig C.


 




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