GLEN From Switzerland, joined Jun 2005, 243 posts, RR: 2
Reply 1, posted (6 years 2 months 2 hours ago) and read 3517 times:
As you don't have a high thrust setting, chances are big that you won't get destabilized. In this case you may continue the approach. As you mentioned it, stabilization is very important. If for any reason you get destabilized (speed, course, glidepath) on short final you better perform a go-around to sort everything out and start a new approach. Short final means (at least according the rules in my company) 1000 ft above ground. If you are visual, you may continue to 500 ft, latest there you have to be stabilized.
But as this is definitly not daily business, I would be careful to continue to the lower limit if not yet stabilized limit.
"The horizon of many people is a circle with zero radius which they call their point of view." - Albert Einstein
DescendVia From , joined Dec 1969, posts, RR:
Reply 2, posted (6 years 2 months 2 hours ago) and read 3486 times:
Quoting Phatty3374 (Thread starter):
I have a simple question: what is the standard operating procedure for a birdstrike on approach? Do you always continue? Or would you go-around to make a more stabilized approach?
Its left to the captain at UA to decide. Your allowed to continue the approach per the selected flaps and Vref. If you decide to continue, a point of "no return" should be decided if the situation warrants.
They do recommend performing a missed approach and then going out and briefing the single engine go-around profile and the lateral routing to take in the event of another missed approach. That would be as follows:
-Above 200HAT/(DA) or MDA, follow the published missed approach procedure.
-Below 200HAT/(DA) or MDA, fly the T-procedure (engine failure on takeoff route) if applicable or track the extended centerline/runway heading.
** If there is an engine out missed approach on the airline/airport ops page (where T-procedures are also found), that supersedes BOTH the above lateral routings. **
I'm not sure at CO (since different airlines have different SOPs) but I'm sure its probably very similar since a lot of airline stuff is based off a lot of what the manufacturer recommends.
We don't have a set proceedure, it is left to the Captain's judgment.
If it is up to me, at or below about 500 feet, I would probably just land assuming I didn't get destabilized. There is very little to be gained by going around at that point. Especially if the airspace is busy. I would have to fly to some distant point, hold run a few checklists, rebrief, and shoot the approach all over again with less fuel and hope I didn't hit a second bird. Even if there is significant damage, it would be easier to deal with on the ground.
However, if I were on radar vectors and 10 to 15 miles out, I might request a few delay vectors to accomplish the above and deal with any problems before commencing the approach.
DBCC From Switzerland, joined Nov 2007, 65 posts, RR: 0
Reply 4, posted (6 years 1 month 4 weeks 1 day 16 hours ago) and read 3272 times:
Call the Airline Catering Company and tell them where they can pick-up the bird.
Seriously, continue the approach if stable inside the Outer Marker, else ask ATC for some time and let them clear the airspace so you can get in when you are ready. All depends on the Captain and the weather too.
Saab2000 From Switzerland, joined Jun 2001, 1621 posts, RR: 11
Reply 6, posted (6 years 1 month 4 weeks 1 day 12 hours ago) and read 3133 times:
The procedure at my company is to close my eyes, curl up in a ball and rock back and forth.
Then decide if there is any reason to do something other than continue the approach.
Last winter we had a double duck strike on a River Visual in DCA. Guts everywhere. Sounded like double shotgun blast and would have taken my head off if the window hadn't been there. The F/O wanted to take over, but I was able to see through the gore on the windshield and heroically land the beast.