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Abstract

Содержание

Introduction

The threat of a collision with birds at or near the aerodrome is assessed by establishing a national registration procedure and reporting of bird collisions with the aircraft and by collecting information from aircraft operators, aerodrome personnel, etc. the presence of birds on or near the aerodrome, which pose a potential threat to aircraft operation.

A collision of an aircraft with birds is strictly defined as a collision between a bird and an aircraft that is flying, or which is flying for takeoff or after landing. The nature of aircraft damage resulting from bird collisions, which poses a sufficiently large risk to continue safe flight, varies depending on the size of the aircraft. Small propeller–driven aircraft are most likely to be exposed to collisions, such as damage to their structure, such as breaking through the windshield of a crew cabin and damage to the steering surface or tail. Collision of a large jet aircraft with birds is more likely, which creates a rather high risk due to the intake of birds by the engine. A complete engine failure or a serious loss of power, even just one engine, can become critical during the take–off phase of an aircraft. If the bird is sucked into more than one engine, the entire aircraft is subject to loss of control and control. In some cases, piercing a windshield, especially small fixed–wing aircraft and helicopters, can result in damage to pilots or other people on board the aircraft and sometimes loss of control and control.

Ornithological support for flights in civil aviation is aimed at preventing collisions of aircraft with birds in the areas of airfields and on air routes. The procedure for ornithological support of flights in each airline and the duties of officials are determined by the instructions approved by the head of the airline in accordance with these Guidelines. All possible measures should be taken at aerodromes to prevent collisions between aircraft and birds, up to a temporary cessation of flights.

1. Theme urgency

The problem of aircraft collisions with birds is one of the most relevant areas of modern research. Ornithological flight safety – counteraction to birds in aviation, is allocated as a separate type of flight safety. Modern ornithological support is a set of measures, including measures for operational and passive protection of birds from aircraft, aerodromes and airport structures, measures for the environmental transformation of the airfield and near–airdrome areas, in order to reduce their attractiveness to birds, measures for assessing the bird hazard in the area of the airdrome location, registration and investigation of bird collisions with aircraft, as well as organizational measures at the airport.

2. Goal and tasks of the research

The aim of the study is to assess the ecological conditions of the life of various life forms of birds in the vicinity of the airport in the context of flight safety, to describe the species composition of birds and some species of mammals in the vicinity and on the territory of the airport that are dangerous for aircraft. To study the ecological specificity of bird species that pose the greatest danger to aircraft, to describe the daily and seasonal dynamics of bird activity as a threat to aircraft safety. To develop a methodology for determining the effectiveness of measures for ornithological flight safety.

The main objectives of the study:

  1. Analyze the problem,
  2. Identify the main factors in the concentration of birds,
  3. Methods and methods of controlling birds at the airport.

3. General condition of the problem

Today, bird strike (the internationally accepted designation for bird collisions) is one of the most dangerous types of air incidents, responsible annually for the huge material damage caused to airplanes, and sometimes for the dramatic loss of human lives.

Flock of birds interferes with the takeoff of the aircraft

Figure 1 – Flock of birds interferes with the takeoff of the aircraft

The International Civil Aviation Organization (ICAO) annually registers about 5,400 aircraft collisions with birds. The number of birds living in the city, including in the territories of airport complexes, is increasing annually. This aspect is a serious prerequisite for flight accidents and, therefore, special regulatory documents and various scientific developments are devoted to it. The risk of aircraft collisions with birds was calculated depending on the flight altitude[1]:

  1. up to 100 m the risk is 45.8 %;
  2. 100 – 400 m – 28 %;
  3. 400 – 1000 m – 12.7 %;
  4. 1000 – 2000 m – 7.5 %;
  5. 2000 – 5000 m – 5.2 %;
  6. over 5000 m – 0.8 %.

Obviously, the most “bird–hazardous” phase of a flight is to find the aircraft at the height of the Circle (400 m), during which the flight takes place for a long time at the altitudes of a possible concentration of birds. Modern aircraft use a variety of technologies and tricks to prevent bird collisions.

The classic legal norm, which the airports refer to in justification of their ineffective bird control, is this: At the airfields, all possible measures must be taken to prevent a collision of aircraft with birds, until the temporary cessation of flights. It is precisely these all possible measures that are usually the stumbling block on the way for courts to issue verdicts for damages during a bird strike – it is obvious that airports are not inclined to admit their shortcomings, and proving otherwise is not a simple process.

However, it should be noted that with professional advocacy of the interests of the affected airline (or the insurer that paid the damage), the perpetrators can still be identified, and losses can be compensated. The fact is that airports, fulfilling the requirements of national legislation and the International Civil Aviation Organization, are obliged to use all available technical warning and dispersion devices and other ornithological safety mechanisms, which, according to experts, can be used to achieve effective ornithological support for flights. The tasks to prevent incidents related to the collision of aircraft with birds are assigned primarily to airports. Accordingly, in the first place, airport services can and should be held accountable. Moreover, the transfer of these functions by airports to third parties does not relieve airports of responsibility.

A bird falling into an airplane turbine

Figure 2 – A bird falling into an airplane turbine
(animation: 7 frames, 10 cycles of repetition, 137 kilobytes)

4. Activities for ornithological flight support

4.1 Ecological –ornithological surveys of the territory

Ecological and ornithological examination is carried out in order to determine the nature of the ornithological situation at the aerodrome and the adjacent territory and to identify conditions conducive to the concentration of birds. For the examination and compilation of ornithological charts, diagrams and graphs, specialists from local biological institutions and airline employees are involved. The territory of the aerodrome is examined as follows. About once every five days, visual observations of birds are carried out (2 hours in the morning and in the evening from places located near the ends of the runway). On the same day, a runway bypass is performed to count birds on the airfield and a collection of the remains of downed birds is collected on the runway.

During observations, routes, altitudes, intensity and daily activity of bird flights, their places of concentration are established; the number and species composition of accumulating birds, the nature of their behavior (nest, feed, rest, spend the night); periods of the day when clusters are formed; habitat features conducive to bird concentration. On the remaining days, the near–aerodrome territory is examined within a radius of 10–30 km (depending on the range of flights of local birds). During the survey, the above characteristics are noted, with particular attention being paid to identifying and describing various economic objects that contribute to the concentration of birds (farmland, livestock and animal farms, ponds, elevators, landfills, etc.).

4.2 Elimination of conditions conducive to bird concentration

All measures to eliminate conditions conducive to the concentration of birds are divided into two groups: those carried out at aerodromes and at the aerodrome territory. The main activities carried out at aerodromes include[2]:

  1. deforestation of bushes within the territory;
  2. mowing grass on the airfield to the optimum height (20–25 cm);
  3. reducing the possibility of nesting birds at aerodrome facilities;
  4. liquidation of wetted and swampy areas available on the territory of the aerodrome;
  5. exclusion of birds' access to food waste from aircraft and airport kitchens;
  6. cutting down the upper branches of trees on which the nesting colonies of birds are located, at the very beginning of the nesting of birds (nesting with the help of a water jet is allowed);
  7. the prohibition of agricultural work on the territory of aerodromes, with the exception of mowing.

Measures to eliminate conditions conducive to the accumulation of birds at aerodromes and the aerodrome territory are carried out only by agreement with the relevant state bodies.

4.3 Visual birdwatching

Visual ornithological observation at aerodromes is carried out by launch controllers. These observations are carried out during takeoffs and approaches for landing aircraft (only during daylight hours) within the sectors of takeoff and landing aircraft for landing. Particularly carefully inspected the runway and the adjacent territory of the airfield. If birds are found that are on or close to the aircraft flight path, the launch dispatcher informs the crew of the aircraft performing take–off or approach.

Upon detection of a large flock of birds (several dozen individuals), information about them is immediately transferred to the flight manager. In exceptional cases, when the concentration of birds at the airport is extremely high, they pose a serious danger to aircraft flights and as a result the flight manager decides to temporarily suspend flights.

4.4 Bird scare away from airfields conclusions

Depending on the class of the airport, which is determined by the annual volume of traffic and the annual intensity of the movement of aircraft, various requirements are imposed on the necessary equipment and personnel. These requirements are regulated in the manual on ornithological support of flights in civil aviation (MOPF CА–89). In the MOPF CА, as measures to control birds, various types of bird repellent equipment are offered, the most common of which are[3]:

  1. Bioacoustic repellers, which are a mobile complex that generates an alarm signal according to the algorithms of a special program. These are the most humane devices that help drive birds out of their hatched territory with a combination of special sounds. The disadvantages include the fact that these devices are narrowly targeted, that is, they repel only one species of bird per unit time;
  2. A thunderbolt that scares birds away, emitting a strong sound clap, similar to thunder . The device is configured in such a way as not to become addictive to the sounds. One of the features of the gun is its all–weather;
  3. Their anti–priest strings create insurmountable obstacles for landing for most birds. It is installed in places of day and night rest and bird watching, places of nests. Represents a steel galvanized cable with a diameter up to 1 mm. Stretched on single brackets–racks one line high and on three–rack brackets–combs – in three lines;
  4. Inflatable vinyl balls with birds of prey eyes painted on them have a frightening effect on birds, ideal for protection from ducks and other waterfowl. Balloons are inflated with ordinary air and fixed in such a place so that birds can see them from afar;
  5. Anti–prong spikes. Since birds need to spend their free time in safe places with good visibility, equipping such favorite places with non–palliative devices greatly reduces the attractiveness of the territory as a whole for birds.

In addition, repellers that are not regulated in MOPF CА–89, such as[4]:

  1. An ultrasonic repeller, the principle of which is based on the fact that the fluctuation of ultrasonic frequencies causes feared fear of possible danger, and the instinct of self–preservation does not allow them to settle in this place. The main disadvantage is the small area of scare.
  2. Laser repellents, the principle of which is based on what the bird perceives as a threat to life a bright, rapidly moving beam. Mainly used at airports in Europe, America and Asia. Devices are made on the basis of lasers of red or green colors. The effective working distance is 800 m. The disadvantages include low efficiency during daylight hours.
  3. Birds of prey are also widely used to combat the ornithological threat. Their main task is to scare the birds with their presence.

Thus, the urgent task is to develop recommendations for airports of various categories on the use of equipment not provided for in the MOPF CА. The use of modern methods of scaring away birds will reduce ornithological danger and increase flight safety.

Conclusion

Today, the urgency of the problem of aviation security is obvious, and the issue of ornithological flight safety is one of the first places in this area. In the master's work, a methodology is developed to increase the reliability of flight support systems, and recommendations are prepared for the conditions of a particular object and the real ornithological situation. The main work is aimed at improving the reliability of technical means and systems for ensuring ornithological flight safety, optimizing their placement on the airfield, and identifying optimal operating modes.

Ornithological support of flights in civil aviation is one of the most significant points in the structure of ensuring flight safety, and it should be treated with no less importance than other types of activities that ensure the safe movement of civil aviation aircraft. Therefore, this sphere needs its constant updating taking into account the development of science, technology and practice, and with the corresponding update of the regulatory framework.

Note

When writing this essay, the master's work is not yet completed. Final completion: May 2019. The full text of the work and materials on the topic can be obtained from the author or his leader after the specified date.

References

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