From the pilots perspective, he may have thought it was a bird strike. I don't know Russian, or whatever language they were using, but it could have been said something like "My bird got Struck" and was translated to our understanding of a bird strike.
I know of a DC6 that almost ran into a 727 at DFW. Coming over one of the over passes on a a cold slick day. Was sliding done the back side tried to reverse the engines, but it only moved them forward faster. Oil hadn't warmed up yet.
Well back when they had flight engineers, they got to log the time as total time. So that "as a pilot" was included so that the flight engineers could not use the time as a flight engineer to qualify for a pilot certificate.
So no, it is not redundant.
The 727-200's had a switch on the instrument panel. It was labeled A and B. All it did was move the VNE MMO pointer from 390 to 350. So if the ZFW and MGW were with in range you would select the appropriate mode. Most flights less than 4 hours even if full of passenger would qualify for the go...
Yes I flew the max, and -800's. Of the Boeings the -700, was right behind the 727-200 for me for favorite's. 390 kts indicated on the 727 was hard to beat, not to mention > 12,000 fpm rate of descent when needed. For comfort and ease of flying the A320 series was my favorite.
I'm retired now, but the 737-700 was my favorite. Engines lit fairly quickly, less warm up time needed, could board it twice as fast, especially when full, could out climb the max, wasn't as pitchy, and cruised at least 2000 ft higher.
What would you consider a sand or gravel bar along a river. It can be a "short field" but no obstacles. It could be a soft short field with no obstacles such as an island in the Gulf of Mexico that has a small stretch of compacted sand.