Wildlife, where do they impact with aircraft

1. Wildlife, where do they impact with aircraft

2. ANNEX 14 Fifthedition 2009 10 amendment • 9.4 Wildlife strike hazard reduction • Note.—The presence of wildlife (birds and animals) on and in the aerodrome vicinity poses a serious threat to aircraft operational safety

3. ANNEX 14 Fifth edition 2009 10 amendment • 9.4.1 The wildlife strike hazard on, or in the vicinity of, an aerodrome shall be assessed through: • a) the establishment of a national procedure for recording and reporting wildlife strikes to aircraft; • b) the collection of information from aircraft operators, aerodrome personnel and other sources on the presence of wildlife on or around the aerodrome constituting a potential hazard to aircraft operations; and • c) an ongoing evaluation of the wildlife hazard by competent personnel.

4. ANNEX 14 Fifthedition 2009 10 amendment • 9.4.2 Wildlife strike reports shall be collected and forwarded to ICAO for inclusion in the ICAO Bird Strike Information System (IBIS) database • 9.4.3 Action shall be taken to decrease the risk to aircraft operations by adopting measures to minimize the likelihood of collisions between wildlife and aircraft..

5. UK CAA CAP 772 Birdstrike Risk Management for Aerodromes • Transport CANADA: SharingtheSkies AnAviationIndustry Guide to the Management of Wildlife Hazards • FAA Wildlife management for Airports • ICAO Doc 9137

6. ANNEX 14 Fifthedition 2009 10 amendment • 9.4.4 The appropriate authority shall take action to eliminate or to prevent the establishment of garbage disposal dumps any other source which may attract wildlife to the aerodrome, or its vicinity, unless an appropriate wildlife assessment indicates that they are unlikely to create conditions conducive to a wildlife hazard problem. Where the elimination of existing sites is not possible, the appropriate authority shall ensure that any risk to aircraft posed by these sites is assessed and reduced to as low as reasonably practicable. • 9.4.5 Recommendation.— States should give due consideration to aviation safety concerns related to land developments in the vicinity of the aerodrome that may attract wildlife..

7. WE SHOULD NOT WALK AROUND THE PROBLEM

8. 9.10 Fencing • 9.10.1A fence or other suitable barrier shall be provided on an aerodrome to prevent the entrance to the movement area of animals large enough to be a hazard to aircraft. • 9.10.2 A fence or other suitable barrier shall be provided on an aerodrome to deter the inadvertent or premeditated access of an unauthorized person onto a non-public area of the aerodrome. ANNEX 14 Fifthedition 2009 10 amendment

9. Note 1.— This is intended to include the barring of sewers, ducts, tunnels, etc., where necessary to prevent access. • Note 2.— Special measures may be required to prevent the access of an unauthorized person to runways or taxiways which overpasspublicroads.

10. Some Birds are a big threat to us.

11. WHO was first?

12. TODAY 100 YEARS AGO

13. Acknowledgments • U.S. Department of Agriculture, Wildlife Services • U.S. Federal Aviation Administration William J. Hughes Technical Center Office of Airport Safety and Standards • Transport Canada • Pratt & Whitney UTC • Dr Richard Dolbeer

14. Departure (take-off/ climb)versusLanding (approach/ landing roll) Turbofan aircraft

15. 15 January 2009, US Air Flight 1549

16. Retrieval of evidence from engines, US Air Flight 1549

17. Number of turbofan-powered aircraft with reported bird strike in relation to phase of flight

18. 22 hull losses involving turbofan-powered transport* aircraft 1-16 (Continued) *>5700 kg max T/O mass

19. 22 hull losses involving turbofan-powered transport aircraft (continued) Number of turbofan-powered transport/ large business jet aircraft destroyed after striking birds = 22 Number in Take-off or Initial Climb phase of flight =20 (94%)

20. 8 hull losses involving turbojet-powered transport* aircraft *>5700 kg max T/O mass

21. Number of turbojet-powered transport/ large business jet aircraft* destroyed after striking birds = 8 Number in Take-off or Initial Climb phase of flight = 8 (100%) *>5,700 kg take-off mass

22. Height AGL at which bird strike occurred for turbine-powered aircraft with hull loss Take-off run (0 ft)

24. N2 (high-pressure) compressor N1 (low-pressure) compressor

25. Velocity & kinetic energy ratios of Fan Blades: Departure versus Landing Turbofan engines

26. Turbofan engines Velocity (mph) of Fan Blade tips: Departure versus Landing

27. Velocity (mph) & resulting kinetic energy of Fan Blades: Departure versus Landing Turbofan engines Theory indicates that bird ingestion into turbofan engine is more likely to cause damage on take-off than on landing

28. Canada goose ingestion into #2 engine, B-757 on departure at NJ airport, March 2003 Canada goose ingestion into #1 engine, B-727 on departure at Missouri airport, April 2000 Engine destroyed, 7 flights cancelled, aircraft out of service for 36 hours Engine destroyed: Total cost: >$1 million

29. 16 Sep 2004 Chicago O’Hare Departing MD-80 ingested at least one 5-lb Double-crested Cormorant into #1 engine. Engine destroyed.

30. CONCLUSION • Speed KILLS • E = 1/2 M*V2

31. Why 13 km ? • 13 km = 8 mi = 6.5 nm • In a typical 3º approach pad 5 nm from the touch down zone you are 1000’ high. • In a visual approach down wind is flown between 1000’ to 1500’ 3-5 nm 1200’

32. Climb Speed = 250 kts Empuje de Ascenso Spoilers Desarmados Ignición CSR 3000’ Climb Speed = V2 + 10 < 200 kts 500´ ICAO NORMAL CLIMB 1500´ 3000´

35. Recomendation • Below 3000 ft speed should be less than 200kts • Use ICAO Noise abatement A or B • If the airport have a Risk of wild life strike, it is important to evaluate SMS and share it (NOTAMS, ATIS) this should be treated as a HOT SPOTS

36. SO WHAT DO WE DO? • Authorities • Airport • ATC • Pilots

37. authorities • Who needs to be at the NWC: • DGAC • Pilots • Airports • Wildlife department • Military department • Federal police • Every that can be evolved with the problem • Establish the National Wildlife Strike Committee • Adopt the ICAO/International best practices • Obtain all the information of collision between airplanes and wildlife

38. authorities • Establish an easy way to report the impact • Internet • Telephone • Pilots association • How to obtain all the information of collision between airplanes and wildlife • If you cannot measure the size of the problem, you cannot solve it!!!

39. Airport • Find somebody Professional. • Do a wildlife risk analysis With that information • Do a Wildlife Management Plan • Train or hire expert to implement what the plan action is.

40. Wildlife risk assesament • History • Wildlife involved • Wildlife problem at the airport • Type of vegetation and wildlife present at airport XX • Incidents in the region • Legislation • Biodiversity • Importance • ambient services • Final assessment

41. México D.F. 30 de Marzo de 2009 Change the habitat

42. dispersion technics

44. new techniques • Today radar can “see”: • Direction • Altitude • Size • Number of bird

45. Horizontal (HSR) radar provides 360° area surveillance out to 8 miles & up to 15,000 feet AGL Vertical (VSR) radar provides horizon-to- horizon coverage of runway approach & departure corridors out to 4 nm

46. ATC • Use all the information available • Report any presence of wildlife to the airport administrator or DGAC • Advice the Pilots • Fill the wildlife impact report forms

47. pilots • WHAT WORKS • Patient • Common sense • Delay Takeoff/Landing • Lights**** • If you can avoid them do it climbing • WHAT DOESN’T WORK • Sound • Wx Radar

48. How should we react, to this situation??

49. impact FORCE TransportCanada