Unreal bird strike

On Jan 5, 2:39*pm, Bertie the Bunyip wrote:
William Hung wrote in news:f03d3e7c-260e-40d5-9b36-
:







On Jan 5, 3:12*pm, Bertie the Bunyip wrote:
William Hung wrote in news:4a5c2933-0efd-4acc-
be6a-
:

http://uk.youtube.com/watch?v=9KhZws...eature=related

The beginning of the vid looks so unreal, but apparently it is
real.

Yeah, it's real. Herons, I think .

Bertie

Looks like they took awhile to shut off the fuel to #2 engine.

Yeah, it's not a priority, really. the engine is on fire all the time
and from the look of it it was still producing thrust anyway.
The procedure is this ( though it varies form airline to airline)
The takeoff was more than likely done at rduced thrust in the first
place. Looks like the ingestion happend just after rotation so it was
"go" without any question about it.
First thing is the non handling pilot calls out the nature of the
failure. in this case, he probably just said "engine failure, right
engine" and nothing else is done except to raise the gear at positive
rate and cancel any aural warnings. the next is to select full thrust on
the live engine. If they had RR engines, they would have firewalled
them, if it was Pratts, thye would have set max TO thrust. they were
probably passing about 200 feet when all this happened. Note, the full
thrust thing is not required, just nice to do.
Next, after they were stablised in the climb, they handling pilot would
have asked to confirm the nature of the problem. the NH would have
spelled out what he thinks it is in detail and the non handling would
ask for the engine fire checklist (this is used by most boeing operators
these days for all engine probs whether or not the engne is actually
burning) The NH woudl initiate it using the memory items startinf with
the autothrottle switch to off, the thrust lever affected engine to
idle, the start switch ( fuel) to off and th efire switch to pull and
then if there is a fire, to rotate to fire first one bottle of
extinguishant then the second after 30 seconds. At each item, the
handling pilot must confirm that he has the correct thrust lever,
switch, whatever, so as to minimise the chance of screwing up and
shutting down the wrong one.
By the time al this is done, you're easily at 1,000' and it's time to
level off and accelerate, cleaning up.
If you're coing straight back though, it;s probably best to leave the
flaps where they are and get into the remeaining checklists in order to
tidy the airplane up for landing.

Bertie- Hide quoted text -


I have read that the 737 has a higher takeoff weight than landing
weight -- ie you could takeoff heavier than you could land.

Is that so? Is it just a recommendation? If this were to happen in a
737 and you need to land right away, is the weight issue blown off?
(which leads me to suspect that it can be blown off, ie, it is a
recommendation). If not, why would you ever take off heavier than you
could successfully land?