{"id":32487597,"date":"2026-11-12T17:01:20","date_gmt":"2026-11-12T16:01:20","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/jet-engine-bird-ingestion-far-33-76-certification-test\/"},"modified":"2026-11-12T17:01:52","modified_gmt":"2026-11-12T16:01:52","slug":"jet-engine-bird-ingestion-far-33-76-certification-test","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/de\/jet-engine-bird-ingestion-far-33-76-certification-test\/","title":{"rendered":"Jet Engine Bird Ingestion: The Test Behind FAR 33.76"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n<!-- mfsh:top -->\r\n\r\n<style>\r\n.mfsh-trigger{display:inline-flex;align-items:center;gap:10px;height:44px;padding:0 18px;margin:0 0 26px;border:2px solid 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It is a reasonable assumption. It is also wrong, and the regulation says so in plain English.<\/p>\r\n\r\n<p>Under 14 CFR 33.76, the single-large-bird test does not require the engine to produce any useful thrust afterwards. It requires the engine not to do seven specific things, all of which involve the aeroplane being damaged by the engine itself. The fan can be wrecked. The engine can quit. What it may not do is throw metal through the cowling, catch fire, or part company with the wing.<\/p>\r\n\r\n<p>Understanding that distinction is the key to the whole subject \u2014 including the most famous bird strike in aviation history, where the engines did precisely what they were certified to do, and the aeroplane still ended up in a river.<\/p>\r\n\r\n\r\n<div style=\"background:#f5f6f8;border-left:4px solid #5C91FF;padding:18px 22px;margin:26px 0;font-size:15px;line-height:1.75\"><p style=\"margin:0 0 10px;font-weight:700;color:#0d1117;font-size:17px\">Quick Facts: 14 CFR 33.76 bird ingestion<\/p><p style=\"margin:4px 0\"><strong>Rule:<\/strong> 14 CFR 33.76, published 14 September 2000 (65 FR 55854), amended 2003, 2007 and 2023<\/p><p style=\"margin:4px 0\"><strong>Four separate tests:<\/strong> large single bird, small and medium flocking bird, large flocking bird, core flocking bird<\/p><p style=\"margin:4px 0\"><strong>Heaviest test bird:<\/strong> 3.65 kg (8.03 lb), and only for inlet throat areas of 3.90 square metres and above<\/p><p style=\"margin:4px 0\"><strong>Impact speed:<\/strong> 200 knots for the large bird and large flocking bird tests<\/p><p style=\"margin:4px 0\"><strong>Large single bird pass criterion:<\/strong> no hazardous engine effect. Continued thrust is not required<\/p><p style=\"margin:4px 0\"><strong>Flocking bird pass criterion:<\/strong> no more than a sustained 25 percent loss of power or thrust<\/p><p style=\"margin:4px 0\"><strong>Newest test:<\/strong> core flocking bird, added by Amendment 33-36, effective 5 June 2023<\/p><p style=\"margin:4px 0\"><strong>Average male Canada goose:<\/strong> 8.41 to 9.23 lb (NTSB)<\/p><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The seven things an engine may not do<\/h2>\r\n\r\n<p>Section 33.76(b)(3) sets the bar for the large single bird test by pointing somewhere else: ingestion of a single large bird may not result in any condition described in \u00a7 33.75(g)(2). That paragraph is the list of what the FAA calls hazardous engine effects, and it is worth reading in full because it is short and because it is the whole argument.<\/p>\r\n\r\n\r\n<div style=\"background:#fff;border:1px solid #e2e7ee;padding:18px 22px;margin:22px 0;font-size:15px;line-height:1.8\"><p style=\"margin:0 0 10px;font-weight:700;color:#0d1117\">Hazardous engine effects, 14 CFR 33.75(g)(2)<\/p><p style=\"margin:3px 0\">Non-containment of high-energy debris<\/p><p style=\"margin:3px 0\">Concentration of toxic products in the engine bleed air intended for the cabin sufficient to incapacitate crew or passengers<\/p><p style=\"margin:3px 0\">Significant thrust in the opposite direction to that commanded by the pilot<\/p><p style=\"margin:3px 0\">Uncontrolled fire<\/p><p style=\"margin:3px 0\">Failure of the engine mount system leading to inadvertent engine separation<\/p><p style=\"margin:3px 0\">Release of the propeller by the engine, if applicable<\/p><p style=\"margin:3px 0\">Complete inability to shut the engine down<\/p><\/div>\r\n\r\n\r\n<p>Every item on that list is about protecting the aeroplane from the engine. None of them is about keeping the aeroplane flying. An engine that ingests a four-kilogram bird, destroys its own fan, loses all thrust and sits there quietly on the pylon has passed.<\/p>\r\n\r\n<p>That is not negligence. It is an honest reading of physics. A 3.65-kilogram bird meeting a fan at 200 knots arrives with something close to 19 kilojoules of kinetic energy, concentrated on a blade a few centimetres wide, and an engine built to shrug that off every time would be so heavy that the aeroplane carrying it would burn extra fuel on every flight of its life. The regulation buys containment, not immunity, and it buys it on the explicit assumption that the other engine is still running.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/rSafRuLB0c0\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p style=\"font-size:13px;color:#777;text-align:center;margin:-10px 0 24px;font-style:italic\">A Rolls-Royce Trent 900 bird ingestion test. Watch what happens to the fan, and then watch the engine keep turning.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Four birds, four different tests<\/h2>\r\n\r\n<p>The section is usually described as \"the bird test\", singular. It is actually four, and they measure different things. The bird weights all scale with the engine\u2019s inlet throat area, which is the projected capture area at the nacelle\u2019s minimum inside diameter \u2014 bigger mouth, bigger bird.<\/p>\r\n\r\n\r\n<div style=\"overflow-x:auto;margin:22px 0\"><table style=\"width:100%;border-collapse:collapse;font-size:14px\"><thead><tr><th style=\"background:#5C91FF;color:#fff;padding:9px 11px;font-weight:600;text-align:left\">Test<\/th><th style=\"background:#5C91FF;color:#fff;padding:9px 11px;font-weight:600;text-align:left\">Bird<\/th><th style=\"background:#5C91FF;color:#fff;padding:9px 11px;font-weight:600;text-align:left\">Speed<\/th><th style=\"background:#5C91FF;color:#fff;padding:9px 11px;font-weight:600;text-align:left\">The engine must<\/th><\/tr><\/thead><tbody><tr><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left\">Large single bird, 33.76(b)<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left;white-space:normal;min-width:150px\">One bird, 1.85 to 3.65 kg (4.07 to 8.03 lb) by inlet area<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left\">200 kt<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left;white-space:normal;min-width:190px\">Avoid every hazardous engine effect. Thrust not required<\/td><\/tr><tr style=\"background:#f7f9ff\"><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left\">Small and medium flocking bird, 33.76(c)<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left;white-space:normal;min-width:150px\">Up to 16 birds of 85 g, or a volley of 0.35 to 1.15 kg birds<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left\">Most critical speed up to 1,500 ft<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left;white-space:normal;min-width:190px\">Lose no more than 25 percent of power or thrust, and run on for 20 minutes<\/td><\/tr><tr><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left\">Large flocking bird, 33.76(d)<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left;white-space:normal;min-width:150px\">One bird, 1.85 to 2.50 kg. Only for inlets of 2.50 m\u00b2 and above<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left\">200 kt<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left;white-space:normal;min-width:190px\">Hold at least 50 percent of maximum rated takeoff thrust<\/td><\/tr><tr style=\"background:#f7f9ff\"><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left\">Core flocking bird, 33.76(e)<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left;white-space:normal;min-width:150px\">One bird, heaviest medium flocking weight for the inlet<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left\">261 kt climb or 209 kt approach<\/td><td style=\"padding:9px 11px;border-bottom:1px solid #eee;text-align:left;white-space:normal;min-width:190px\">Not fall below flight idle, and not be shut down<\/td><\/tr><\/tbody><\/table><p style=\"font-size:12px;color:#666;margin:10px 0 0\">Source: 14 CFR 33.76, current text.<\/p><\/div>\r\n\r\n\r\n<p>Two details in that table do more work than the rest. The first is the 2.50 square metre threshold on the large flocking bird test. Below it, the test simply does not apply. The second is that the flocking bird tests, not the single bird test, are the ones that demand continued thrust \u2014 because a flock is what actually takes down an aeroplane.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/11\/canada-goose-in-flight-bird-ingestion-scaled.jpg\" alt=\"A Canada goose in flight\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">A Canada goose. The NTSB puts the average male at 8.41 to 9.23 pounds, heavier than the biggest bird in any part of 14 CFR 33.76. Photo: Alexis Lours \/ Wikimedia Commons, CC BY 4.0<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;As to what happened in our experience, I think it is reasonable for those in the industry to reevaluate the engine certification standards which currently require that during certification testing only an engine be capable of sustaining an impact of a single 4-pound bird and not producing useful thrust but simply not having an uncontained failure or catching on fire.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Captain Chesley B. Sullenberger III<\/strong> &mdash; Pilot in command of US Airways 1549, testifying to the House Subcommittee on Aviation, 24 February 2009<\/div><\/div><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What happened at 2,800 feet over the Bronx<\/h2>\r\n\r\n<p>Sullenberger\u2019s four-pound figure was the standard his own engines had been certified against. The CFM56-5B4\/P received its type certificate in June 1996, and the NTSB record shows its large-bird test used a single four-pound bird fired into a critical area of the fan. Today\u2019s Table 1 would ask more of an engine that size \u2014 2.75 kg, just over six pounds. It would still be asking for less than a goose.<\/p>\r\n\r\n<p>On 15 January 2009, climbing out of LaGuardia at about 2,800 feet and roughly 230 knots indicated, the Airbus A320 flew into a flock of migratory Canada geese. The FAA\u2019s own later account is blunt: both of the airplane\u2019s engines ingested at least two birds, and both engine cores suffered major damage and total thrust loss.<\/p>\r\n\r\n<p>The NTSB took the comparison further than anyone had before. Each accident engine, it found, ingested one 8-pound Canada goose through to its core, much more than the weight used in the current certification tests. The flocking bird test for an engine of that size calls for one two-and-a-half-pound bird into the core and four one-and-a-half-pound birds elsewhere on the fan. The geese were three times heavier than the heaviest of them.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/11\/us-airways-1549-a320-n106us-hudson.jpg\" alt=\"Airbus A320 N106US afloat on the Hudson River with passengers standing on the wings\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">N106US on the Hudson, 15 January 2009. Both engines behaved exactly as certified. Neither produced thrust. Photo: Greg L \/ Wikimedia Commons, CC BY 2.0<\/figcaption><\/figure>\r\n\r\n\r\n<p>Then came the two findings that eventually rewrote the rule. The first was about size: the large flocking bird test is limited to engines with inlet areas greater than 3,875 square inches, and the CFM56-5B4\/P has an inlet area of 3,077 square inches. The accident engines were exempt from the only test designed around a bird the size of a goose, and they missed the threshold by about a fifth.<\/p>\r\n\r\n<p>The second was about fan speed, and it is the subtler of the two. Flight data showed the fan speed of both engines just before the bird ingestion was only about 80 percent \u2014 normal for that point in a climb, and well below the 100 percent the certification test requires. A fast-spinning fan flings bird material outwards, away from the core. A slower one does not. The test had been running at the setting least likely to reproduce the accident.<\/p>\r\n\r\n<p>The NTSB\u2019s formal conclusion was that the size and number of the birds ingested by the accident engines well exceeded the current bird-ingestion certification standards. The FAA, at the congressional hearing five weeks after the ditching, drew a different lesson from the same facts.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;What occurred on Flight 1549 indicates that in this emergency situation, all of our safety standards were met. The engines reacted exactly as was intended: They shut down, they remained intact, they did not shed any parts that might have damaged the aircraft or injured any of the passengers, they remained on the wing.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Margaret Gilligan<\/strong> &mdash; Associate Administrator for Aviation Safety, Federal Aviation Administration, 24 February 2009<\/div><\/div><\/div>\r\n\r\n\r\n<p>Both statements are true, which is the uncomfortable part. The engines met the standard. The standard did not save the aeroplane. What saved it was two pilots, a river and three and a half minutes.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">How you actually fire a bird at an engine<\/h2>\r\n\r\n<p>The regulation\u2019s verb is volley. Birds are loaded into a large-bore compressed-air cannon \u2014 the industry calls it a flight impact simulator, everyone else calls it the chicken gun \u2014 and fired into a running engine on a test stand. The birds are dead before they are loaded. Nobody fires a live animal into a turbofan, and the FAA has never required it.<\/p>\r\n\r\n<p>Section 33.76(a)(5) goes further and allows substitutes: objects that are accepted by the Administrator may be used in place of birds, provided the substitute reproduces the mass, shape, density and impact behaviour of the real thing. In practice the carcass is still the benchmark that artificial birds are validated against.<\/p>\r\n\r\n<p>The conditions around the shot are as prescriptive as the bird. Section 33.76(a)(1) requires the engine to be stabilised at no less than 100 percent takeoff power, and the demonstration must account for operation at sea level on the hottest day a minimum-specification engine can still reach maximum rated takeoff thrust. For the large bird the pilot is forbidden to touch the throttle for 15 seconds after impact \u2014 the moment when a crew\u2019s instinct would be to do something.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/4nAc7wab-l4\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p style=\"font-size:13px;color:#777;text-align:center;margin:-10px 0 24px;font-style:italic\">A chicken gun firing at a Rolls-Royce Trent 500. The gun is a compressed-air cannon; the engine behind it is running at takeoff power.<\/p>\r\n\r\n<p>What follows the impact is a timetable, not a judgement call. The flocking bird run-on schedule in 33.76(c)(7) specifies two minutes with the throttle untouched, then three minutes at 75 percent of the test condition, six at 60, six at 40, one at approach idle, two more at 75, and then a stabilised idle and shutdown. Twenty minutes of running on a damaged fan, with less than ten seconds allowed between each power change. An engine that survives the bang and then quietly gives up in minute fourteen has failed.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/11\/cf6-engine-general-electric-test-cell-scaled.jpg\" alt=\"A CF6 turbofan mounted in a General Electric test cell\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">A CF6 turbofan rigged in a General Electric test cell. Certification bird tests are run on stands like this one, on engines that are then scrapped. Photo: U.S. National Archives, public domain<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The rule changed, fourteen years later<\/h2>\r\n\r\n<p>The NTSB issued two recommendations off the back of 1549. Safety recommendation A-10-64 asked the FAA to modify the small and medium flocking bird test so that it is conducted using the lowest expected fan speed instead of 100 percent fan speed. A-10-65 asked whether the large flocking bird test should reach down to smaller engines and should include a core ingestion requirement.<\/p>\r\n\r\n<p>An Aviation Rulemaking Advisory Committee working group spent until February 2015 on the question, and the answer it reached is physically elegant. A wider modern fan blade keeps the bird in contact for longer. A slower fan throws it outwards less hard. A faster aeroplane shortens the contact time. Combine a wide blade, a low fan speed and a high airspeed \u2014 which is to say, a climbing airliner \u2014 and the bird goes down the core rather than over the top of it.<\/p>\r\n\r\n<p>The result was Amendment 33-36, published on 4 April 2023 and effective on 5 June. It adds \u00a7 33.76(e), the core flocking bird test, and it is deliberately aimed at the flight phase 1549 was in. The climb version fires the heaviest medium flocking bird for that inlet at 261 knots true airspeed, which is 250 knots indicated at sea level, with the engine set to the lowest thrust expected in a climb through 3,000 feet. The approach version does the same thing at 209 knots with the engine at approach idle.<\/p>\r\n\r\n<p>The engine then has to run on for a further 20 minutes without being shut down and without sagging below flight idle. For the first time, the certification standard tests the part of the engine that actually failed on both sides of an A320 over the Bronx.<\/p>\r\n\r\n\r\n<div style=\"max-width:550px;margin:0 auto 28px\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/platform.twitter.com\/embed\/Tweet.html?id=1863725374506504354&theme=light\" style=\"width:100%;height:400px;border:none;overflow:hidden\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p style=\"font-size:13px;color:#777;text-align:center;margin:-16px 0 24px;font-style:italic\">Simple Flying reporting in December 2024 that the FAA had granted the PW1100G on the Airbus A321XLR a limited exemption from the bird ingestion rule. Exemptions are how a certification standard meets a specific airframe.<\/p>\r\n\r\n<p>There is a catch, and it is the same catch that applies to almost every airworthiness rule. New standards bind new type certificates. The accident engines were never required to meet requirements written after their own certification, and neither is any engine flying today under a certificate issued before June 2023. The fleet changes when the fleet is replaced.<\/p>\r\n\r\n<p>Which leaves the standard roughly where Sullenberger left it in 2009. It is not a promise that your engine will keep running. It is a promise that it will fail without taking the wing with it \u2014 and a calculated bet that both engines will not do it at once.<\/p>\r\n\r\n<p><em>Sources: 14 CFR 33.76 and 14 CFR 33.75 (eCFR); Airworthiness Standards: Bird Ingestion, final rule, 65 FR 55848, 14 September 2000; Medium Flocking Bird Test at Climb Condition, final rule, Amendment 33-36, 88 FR 19801, 4 April 2023; NTSB Aircraft Accident Report AAR-10\/03, Loss of Thrust in Both Engines After Encountering a Flock of Birds and Subsequent Ditching on the Hudson River; US Airways Flight 1549 Accident, hearing before the Subcommittee on Aviation, House Committee on Transportation and Infrastructure, 24 February 2009 (Serial 111-10); FAA Advisory Circular 33.76-1B.<\/em><\/p>\r\n\r\n<!-- mfsh:bottom -->\r\n\r\n<button type=\"button\" class=\"mfsh-trigger mfsh-bottom\" data-mfsh-placement=\"bottom\" aria-haspopup=\"dialog\"><svg><use href=\"#mfsh-i-share\"\/><\/svg>Share this story<\/button>\r\n\r\n<!-- \/mfsh:bottom -->\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What does 14 CFR 33.76 require a jet engine to survive?<\/summary><div class=\"a\">Section 33.76 sets four separate bird ingestion tests: a large single bird, a small and medium flocking bird volley, a large flocking bird, and since 2023 a core flocking bird test. Bird weights scale with the engine inlet throat area, from 85 grams up to 3.65 kilograms for the largest engines.<\/div><\/details><details><summary>Does a jet engine have to keep running after a bird strike?<\/summary><div class=\"a\">Not after the large single bird test. Section 33.76(b)(3) only requires that no hazardous engine effect occurs, meaning no uncontained debris, no uncontrolled fire, no engine separation and no inability to shut down. The flocking bird tests are different: there the engine must keep producing thrust and run on for twenty minutes.<\/div><\/details><details><summary>How big is the biggest bird used in jet engine certification?<\/summary><div class=\"a\">The heaviest is 3.65 kilograms, or 8.03 pounds, and it applies only to engines with an inlet throat area of 3.90 square metres or more. Mid-sized airliner engines are tested with a 2.75 kilogram bird. The NTSB puts an average male Canada goose at 8.41 to 9.23 pounds.<\/div><\/details><details><summary>What is the chicken gun, and are the birds alive?<\/summary><div class=\"a\">The chicken gun, formally a flight impact simulator, is a large-bore compressed-air cannon that fires bird carcasses into a running engine on a test stand. The birds are dead before loading. Section 33.76(a)(5) also allows accepted artificial substitutes that reproduce the mass, shape, density and impact effect of a real bird.<\/div><\/details><details><summary>How fast are birds fired at engines during certification?<\/summary><div class=\"a\">The large single bird and large flocking bird tests both use 200 knots. The core flocking bird test added in 2023 uses 261 knots true airspeed for the climb case and 209 knots for the approach case. The small and medium flocking bird test uses the most critical speed up to 1,500 feet.<\/div><\/details><details><summary>Why did both engines on US Airways 1549 fail?<\/summary><div class=\"a\">Each CFM56-5B4\/P ingested at least two migratory Canada geese, and the NTSB found that each engine took one eight-pound goose through to its core. The flocking bird test for that engine size uses a two-and-a-half-pound bird in the core. The NTSB concluded the birds well exceeded the certification standards.<\/div><\/details><details><summary>What changed in the bird ingestion rules after the Hudson ditching?<\/summary><div class=\"a\">Amendment 33-36, effective 5 June 2023, added the core flocking bird test in section 33.76(e). It answers NTSB recommendation A-10-64 by running the ingestion at the low fan speeds of climb and approach rather than at 100 percent takeoff power, the condition that lets bird material reach the core.<\/div><\/details><details><summary>Why do jet engines not have screens or grilles to keep birds out?<\/summary><div class=\"a\">Nothing in Part 33 forbids one. Section 33.76(a)(4) says that where an engine incorporates an inlet protection device, compliance must be shown with the device functioning, and the type certificate is endorsed to that effect. In practice no transport-category turbofan in airline service is fitted with one.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What does 14 CFR 33.76 require a jet engine to survive?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Section 33.76 sets four separate bird ingestion tests: a large single bird, a small and medium flocking bird volley, a large flocking bird, and since 2023 a core flocking bird test. Bird weights scale with the engine inlet throat area, from 85 grams up to 3.65 kilograms for the largest engines.\"}},{\"@type\":\"Question\",\"name\":\"Does a jet engine have to keep running after a bird strike?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Not after the large single bird test. 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The NTSB puts an average male Canada goose at 8.41 to 9.23 pounds.\"}},{\"@type\":\"Question\",\"name\":\"What is the chicken gun, and are the birds alive?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The chicken gun, formally a flight impact simulator, is a large-bore compressed-air cannon that fires bird carcasses into a running engine on a test stand. The birds are dead before loading. Section 33.76(a)(5) also allows accepted artificial substitutes that reproduce the mass, shape, density and impact effect of a real bird.\"}},{\"@type\":\"Question\",\"name\":\"How fast are birds fired at engines during certification?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The large single bird and large flocking bird tests both use 200 knots. The core flocking bird test added in 2023 uses 261 knots true airspeed for the climb case and 209 knots for the approach case. 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It answers NTSB recommendation A-10-64 by running the ingestion at the low fan speeds of climb and approach rather than at 100 percent takeoff power, the condition that lets bird material reach the core.\"}},{\"@type\":\"Question\",\"name\":\"Why do jet engines not have screens or grilles to keep birds out?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Nothing in Part 33 forbids one. Section 33.76(a)(4) says that where an engine incorporates an inlet protection device, compliance must be shown with the device functioning, and the type certificate is endorsed to that effect. In practice no transport-category turbofan in airline service is fitted with one.\"}}]}<\/script><div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/us-airways-1549-miracle-on-the-hudson-sullenberger\/\">Three Minutes to the Hudson<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/american-airlines-1760-bird-strike-mayday-myrtle-beach-2026\/\">A Bird Strike, Flames, and a Mayday<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/far-91-117-250-knot-speed-limit-below-10000-feet\/\">FAR 91.117: Why Airliners Slow to 250 Knots Below 10,000 Feet<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>Share this story Ask a hundred passengers what a jet engine is designed to do when it swallows a large bird, and ninety-nine will say: keep running. It is a reasonable assumption. It is also wrong, and the regulation says so in plain English. Under 14 CFR 33.76, the single-large-bird test does not require the [&hellip;]<\/p>\n","protected":false},"author":23,"featured_media":32486552,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665],"tags":[],"class_list":["post-32487597","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.8 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Jet Engine Bird Ingestion and FAR 33.76 | MiGFlug<\/title>\n<meta name=\"description\" content=\"What 14 CFR 33.76 really demands: the four bird ingestion tests, why an engine need not keep running, and the rule change the Hudson ditching forced.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" 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