dotifaaict-91 i32 engine bird ingestion atlantic city

DOTIFAAICT-91 I32

FAA Technical Center Engine Bird Ingestion

Atlantic City International Airport N.J. 08405 Experience of the Boeing 737

This document is available to the U.S.

U.S. Department of Transportation Federal Aviation Administration

This document i s disseminat ?d under the sponsorship of the U .S. Department of ~ r a n s $ U r t a t i o n i n the i n t e r e s t of information exchange. The United S t a t e s Government assumes no l i a b i l i t y f o r the c o r , ~ e n t s o r use thereof .

The United S t a t e s Government does not endorse products o r manufacturers. Trade o r mariufacturers' names appear he re in s o l e l y because they a r e considered e s s e n t i a l t o the o b j e c t i v e of t h i s r e p o r t .

Technical Report Documentation Page -----.--- --

1. Report No . ~ ~ r ( . . s Cotolos No.

DOT/FAA/CT--91 132 - -

4. T t t l e ond Subtatle

July 1992 THE ENGINE BIRD INGESTION EXPERIENCE OF THE BOEING-737 - -. -- -- iIRCRAFT -- EXPANDED DATA BASE (October 1986 - September 6 Porformfing Orpontzot~on Code

1989) -------. -- p----.----7

8. Periorm*ng Orgon~xot~on Report NO 7 Author's) i Peter W. Hovey, Donald A. Skinn, and Joseph J. Wilson* I UDR-TR-91-125

--- I

9 . Perforrn~na O r a m ~ x o t ~ e n Name ond Address 1 10 Work U n ~ t No (TRAIS)

University of Dayton Research Institute Structural Integrity Division 300 College Park (JPC 201) Dayton, OH 45469-0120

12. soon so ran^ Agency Nomo ond Address

U.S. Department of Transportation Federal Aviation Administration Technical Center

- 1 1 Contract or Gront No.

DTFA03-88-C-00024

- ) I=-- 13. Final Type o f Report: Report ond P-r80d MediumILarge Covered

Inlet Area Engines

-- --

Atlanric Ciry International Airport, NJ 08405 - - L ACD-210 -- - -

15 S u p p l s r n e n t ~ r ~ Not*s

WOTR: Joseph J . Wilson; Project Manager: Bruce C. Fenton, Tech. Center

DOTIFAAICT-89/16 covers the period from October 1986 to September 1987 DOTIFAAJCT-89/29 covers the period from October 1986 to September 1988

DOTIFAAICT-90128 covers the period from October 1986 to September 1989

The Federal Aviation Administration (FAA) Technical Center initiated a study in October 1986 to determine the numbers, weights, and species of birds which are being ingested into medium and large inlet area turbofan engines and to determine what. damage, if any, results. bird ingestion data were collected for the Boeing-737 model aircraft which llses either the Pratt and Whitney JT8D medium inlet area turbofan engine or the CFM International CFM56 large inlet area turbofan engine. This report analyzes the entire 3 years of data collected by the engine manufacturers, the FAA, and the International Civil Aviation Organization (ICAO) during the period from October 1986 through September 1989.

'robability of Zngestfon ;taristical Analysis Iird Ingestion .JT8D 'urbine Engine CFM56

Document is available to the public through the National. Technical Information Service, Springfield, VA 22161

Unclassified I Unclassified - -

Form DOT F 1700.7 (8-72) Reproduc t ion o f comple ted p o p e a u t h o r i z e d

FOREWORD

This final report provides descriptive and statistical analyses of the data collected over a 3-year period on bird ingestion experiences for the B737 aircraft. The data described in this report were collected under separate Federal Aviation Administration (FAA) contracts with the engine manufacturers, by the FAA, and by the International Civil Aviation Organization (ICAO). This is the second report on the 3-year data collection period. At the time when the first report (number DOT/FAA/CT-90128) was prepared, the ICAO bird ingestion data were not available for the full 3-year period. This report represents an update of the first: report with the ICAO data included in the descriptive and statistical analyses.

The report was prepared by the University of Dayton under Department of Transportation, Federal Aviation Administration Contract DTFA03-88-C-00024. The principal investigator at the University of Dayton was Dr. Peter W. Hovey, and computer support was provided by Mr. Donald A. Skinn. Mr Joseph Wilson was co-author and the technical project monitor for the FAA during the preparation of the report.

TABI.,E OF CONTENTS

PAGE --

EXECUTIVE SUMMARY

1 INTRODIJCTION 1.1 Background 1.2 Objectives 1.3 Organization of Report

2 AIRCRAFT OPERATIONS AND ATRPORT OPERATIONS

3 CHARACTERISTICS OF INGESTED BIRDS

4 INGESTION RATES 4.1 Ingestion Rate Estimates 4.2 The Poisson Process 4.3 Validity of the Poisson Process Model

for Bird Ingestions 4 . 4 Inlet Area Effect on Ingestion Rates

5 AIRPORT BIRD INGESTTON EXPERIENCE

6 ENGINE DAMAGE DESCRIPTTON 6.1 Engine Damage and Crew Action Descriptions 6 .2 Probability of Damage 6 . 3 Crew Action and Engine Shutdown Probabilities 6 . 4 Engine Failur~s

7 PROBABILITY ESTIMATES

8 DATA QUALTTY 8 . 1 Data Sources 8 . 2 Internal Consistency

9 CONCLUSZONS

11 GLOSSARY

APPENDICES

A - Airports with Scheduled Boeing-737 Flights and/or Reported Bird Ingestion Events

B - Contents of FAA Bird Ingestion Data Base Boeing-737 Airplane

C - Statistical Hypothesis Testing

7 3 7 A i r c r a f t Engine Bi rd I n g e s t i o n Study Data Summary

His togram of Monthly A i r c r a f t Operat i o n s by Engine Type

Contour Map of Domestic A i r c r a f t I n g e s t i o n Even ts

II istogram of B i r d I n g e s t i o n Even ts by S t a t e

His togram of Number of B i r d s l n g e s t e d by Weight C l a s s

His togram of Monthly Wor.ldwide A i r c r a f t I n g e s t i o n Even ts

His togram of Seasona l A i r c r a f t I n g e s t i o n R a t e s

His togram of A i r c r a f t I n g e s t i o n Even ts by Time of Day

Hist-ogram of Plontllly A i r c r a f t I n g e s t i o n R a t e s by Engine Type (Normalized f o r l r l l e t Area)

Comparison of Observed and P r e d i c t e d CUFs f o r Uni ted S t a t e s JT8D A i r c r a f t I n g e s t i o n Even ts

Comparison of Observed and P r e d i c t e d CUFs f o r Cont iguous Uni ted S t a t e s JT8D A i r c r a f t l n g e s t i o r l Even ts

Cornparism of Observed and P r e d i c t e d CDFs f o r F o r e i g n JT8D A i r c r a f t I r l g e s t i on Even ts

Comparison o f Observed and P r e d i c t e d CDFs f o r Uni ted S t a t e s CFM56 A i r c r a f t I n g e s t i o n Even ts

Comparison o f Observed and P r e d i c t e d CDFs f o r Cont iguous Uni ted S t a t e s CFM56 A i r c r a f t I ~ l g e s t i o n Even ts

Comparison of Observed and P r e d i c t e d CDFs f o r F o r e i g n CFM56 A i r c r a f t I n g e s t i o n Even ts

His togram of A i r c r a f t I n g e s t i o n Even ts a t Domestic A i r p o r t s

His togram of A i r c r a f t I n g e s t i o n Even ts a t F o r e i g n A i r p o r t s

E s t i m a t e d POD F u n c t i o n f o r Any Damage w i t h t h e 95 P e r c e n t Confidence Bound

Es t imated POD F ~ m c t i o n f o r Moderate o r Worse Damage w i t h t h e 95 P e r c e n t Confidence Bound

E s t i m a t e d POD F u n c t i o n f o r Severe Damage with t h e 95 P e r c e n t Conf i d e n c e Bound

x i i i

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LIST OF ILLUSTRATIONS (Continued)

8.1 Comparison of the United States Bird Weight Distributions 9 1 for the First, Second, and Third Years

8.2 Comparison of the Foreign Bird Weight Distributions for the First, Second, and Third Y P R ~ S 92

vii

LIST OF TABLES

Table --

2.1

2.2

2.3

2.4

3.1

3.2

3 .3

4.1A

4.1B

4.2A

4.2B

4 . 3

5.1

5 -2

6.1

6.2

6.3

6.4A

6.4B

6.4C

Scheduled OAG Airpor t Operat ions by Seasonal Month

Scheduled OAG Ai rpo r t Operat ions by Season

OAG Ai rpo r t Operat ions by Month

Scheduled A i r c r a f t Operat ions by Engine Type

T a l l y of P o s i t i v e l y I d e n t i f i e d Bird Species Broken Down by US, Foreign, and Overa l l

Weight D i s t r i b u t i o n of Inges t ed Birds by Or ig in

Summary S t a t i s t i c s f o r Inges ted Bird Weights

Breakdown of Bird Inges t ion Rates by Engine and Locat ion (Based on A i r c r a f t Opera t ions)

Breakdown of Bird I n g e s t i o n Rates by Engine and Locat ion (Based on Engine Opera t ions)

I n g e s t i o n Rates f o r Engine Type by Phase of Fl ight . (Based on A i r c r a f t I n g e s t i o n Events)

I n g e s t i o n Rates f o r Engine Type by Phase of F l i g h t (Based on Engine I n g e s t i o n Events)

R e s u l t s of t h e Exponential GOF T e s t s t o Ver i fy the Poisson Process

Frequency Count of A i r c r a f t Inges t i on Events by Ai rpo r t and Phase of F l i g h t

A i rpo r t Bi rd I n g e s t i o n Rates

D e f i n i t i o n of Engine Damage Categor ies

Types of Damage Caused by Bird I n g e s t i o n s

T a l l y of P o s i t i v e l y I n d e n t i f i e d Bi rd Spec ies by Weight

737 A i r c r a f t E n ~ i n e Bird Inges t ion Damage Summary ( T o t a l Bi rd Events)

737 A i r c r a f t Engine Bird I n g e s t i o n Damage Summary ( S i n g l e Bird Events)

737 A i r c r a f t Engine Bird I n g e s t i o n Damage Summary (Mul t ip le Bird Events)

v i i i

LIST OF TABLES (Continued)

Table

6.5 Phase-of-Flight (,Pol?) Analysis

6 . 6 Aircraft Airspeed Analysis

6 . 7 Multiple Engine and Multiple Bird Analysis

6 . 8 Damage Severity Definitions

6 . 9 Conditional Probability of Crew Action Given The Engine Damage Severity

6 . 1 0 Engine Failure Summary by Bird Weight

7.1 Aircraft Operation Ingestion Probabilities

7.2 Aircraft Operation Ingestion Probabilities by Location and Engine Type

7.3A Probability of Ingestion as a Function of Bird Weight by Location and Engine Type (Based on Aircraft Operations)

7.3B Probability of Ingestion as a Function of Bird Weight by Location and Engine Type (Based on Engine Operations)

7.4A Probability of Ingestion as a Function of Bird Weight by Location (Based on Ai-rcraft Operations)

7.4B Probability of Ingestion as a Function of Bird Weight by Location (Based on Engine Operations)

8.1 Counts for United States and Foreign Aircraft Events and Aircraft Operations by Year and Engine

8.2 Chi-Squared Test Statistics for Comparing Annual Ingestion Rates

8.3 Comparison of Weight Distributions Between Birds Ingested in the First:, Second, and Third Years

EXECUTIVE SUMMARY

An investigation was initiated by the Federal Aviation Administration (FAA) Technical Center in September 1986 to determine the numbers, weights, and species of birds which are ingested into medium and large inlet area turbofan engines during worldwide service operation and to determine what damage, if any, results. This report summarizes the three years of Boeing-737 (B737) data that were collected by the engine manufacturers, the FAA, and the International Civil Aviation Organization (ICAO) as part of a separate data collection.

This report includes the ICAO data in the statistical analysis. The previous report (report number DOTIFAAICT--90128 [I]) was based only on the three years of data collected by the engine manufacturers and the FAA because only the first two years of ICAO data were available. Previous reports covered just the first year of data (report number DOTIFAAICT-89/16 [2]) and the first two years of data (report number DOTIFAAICT-89/29 [3]).

The main difference between this report and the previous report is that there is a substantial increase in the number of foreign bird ingestion events that were reported. There was no change in the total number of B737 operations so that an increase in reported ingestion events results in an increase in estimated ingestion rates and probabilities for foreign operations. The statistical tests that were performed throughout the report were not significantly affected by the increased data.

Figure E-1 is an overall summary of the data that were collected during the 3 years of this investigation whicli extended from October 1986 through September 1989. A total of 8.91 million aircraft operations were flown by B737 commercial aircraft during t h ~ ?--year period. B737 aircraft equipped with Pratt and Whitney JT8D medium inlet area turbofan engines accounted for 71.8 percent of these flights. The remaining 28.2 percent of the flights were made by B737 aircraft having CFM International CFM56 large inlet area turbofan engines.

During the three years of data collection, birds were ingested by one or both engines during 1,410 aircraft operations which yields a probability of aircraft ingestion of 1.58 x lw4. One or more birds were ingested into both engines of the aircraft during 58 of the 1,410 aircraft ingestion events. Thus, a total of 1,468 engine ingestion events were reported during the data collection period. There were 17.82 million engine operations during this period which yields a probability of engine ingestion of 8.24 x A conclusion of these data is that bird ingestion events are rare, but probable events .

The species of the ingested bird was reliably identified 253 times. The order charadriiformes (shorebirds) was most frequently represented with 99 ingested birds. The majority of ingested birds (238) weighed 40 ounces or less. The bird weight distribution of ingested birds in the United States was different from the distribution in foreign countries. The median bird weight in the United States was 4 ounces higher than abroad; however, the domestic mean bird weight was 1.9 ounces lower than abroad. The bird ingestion rate within the United States was significantly lower than the foreign bird ingestion rate.

The ma jo r i ty of engine i n g e s t i o n events (1,208 of 1,468) involved a s i n g l e b i r d and a s i n g l e engine on t h e a i r c r a f t . The remaining 260 engine i n g e s t i o n events involved 144 s i n g l e engine, m u l t i p l e b i r d even t s , 23 dua l engine, s i n g l e b i r d a i r c r a f t i n g e s t i o n even t s (46 engine i n g e s t i o n e v e n t s ) , or 35 d u a l engine, m u l t i p l e b i r d a i r c r a f t i n g e s t i o n events (70 engine inges t i on e v e n t s ) . Mul t ip l e b i r d s were inges t ed i n both engines i n 29 of t h e 35 dua l engine, m u l t i p l e b i r d a i r c r a f t i n g e s t i o n events which r e s u l t e d i n 208 m u l t i p l e b i r d engine i n g e s t i o n events . There were a t o t a l of 58 dua l engine a i r c r a f t i n g e s t i o n even t s which when combined w i t h t h e 144 s i n g l e engine , m u l t i p l e b i r d engine i n g e s t i o n events t o t a l e d t o 202 a i r c r a f t i n g e s t i o n even t s involvirlg m u l t i p l e engines and /o r m u l t i p l e b i r d s .

Engine damage occurred i n 39 percent of a l l engine i n g e s t i o n even t s , and t h e r e were 180 engine i n g e s t i o n s t h a t r e s u l t e d jn engine damage c l a s s i f i e d a s moderately s eve re o r worse. The ma jo r i t y of b i r d i n g e s t i o n s r e s u l t e d i n l i t t l e o r no engine damage.

The ma jo r i t y (856 of 1054) of a i r c r a f t i n g e s t i o n even t s , f o r which t h e phase of f l i g h t was known, occurred w i t h i n t h e a i r p o r t environment dur ing t akeo f f and landing . The p r o b a b i l i t y of engine damage i s g r e a t e r when t h e b i r d i n g e s t i o n occurs dur ing t h e takeoff and climb phases of f l i g h t t han when it occurs dur ing approach and landing . A i r c r a f t a i r speed a t o r above 140 knots a l s o inc reases t h e p r o b a b i l i t y of engine damage.

It was determined t h a t 2.9 percent of a l l engine b i r d i n g e s t i o n events r e s u l t e d i n an engine f a i l u r e . E ight engine f a i l u r e s were caused by b i r d s t h a t weighed l e s s than o r equal t o 1 pound. Engine f a i l u r e s are a l s o more l i k e l y t o occur when m u l t i p l e b i r d s a r e inges ted i n t o an engine.

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The followirig summary shows the most pertinent statistics extracted from the three years of data for the B737 aircraft:

Median Bird Weight (oz)* Worldwide

Mode Bird Weight (oz)** Worldwide

Probability of Ingestion Per Aircraft Operation

Worldwide

United States

Foreign

Most Co~mnonly Ingested Bird

United States

Foreign

Engines Experiencing Moderatelsevere Damage

Multiple Bird, Engine Ingestion Events

Dual Engine Aircraft Ingest ion Events

Dual Engine, Multiple Bird Aircraft Ingestion Events

Single Engine, Multiple Bird Aircraft Ingestion Events

Aircraft Ingest ion Events By Phase-of -Flight

Takeoff and Climb Phase-of-Flight

Approach and Landing

Airports Reporting Bird Ingestions

Ratio of Reported Events to Aircraft Operations

United States

Foreign

* Divides the weights into two groups with half the weights and half above. ** The weight that has the highest frequency.

below the median

x i v

SECTION 1 INTRODUCTION

1 . 1 BACKGROUND. --

Contention for airspace between birds and airplanes has created a serious birdlaircraft strike hazard. Past studies [ 1 , 2 , 3 , 4 ] have indicated that birdstrikes to engines are statistically rare events. The probability of a birdstri.ke during any given flight is extremely low; however, when the number of flights is considered, the number of birdstrikes becomes significant.

The windshield and the engines are particularly vulnerable to the birdstrike threat. Although penetration of the windshield by a bird is primarily a concern for military airplanes operating at high speeds in a low- altitude envi-ronment, such a penetration has occurred on a civilian airplane resulting in the death of the co-pilot. Ingestion of birds into turbine engines is a safety problem for commercial as well as military airplanes for it can cause significant damage to the engine resulting in degraded engine performance and very possibly failure.

In their studies of bird ingestions on commercial flights, both Hovey [1,2,3] and Frings [4] indicated that nearly all bird ingestion events have occurred in the vicinity of airports during the non-cruise phases of flight. This is understandable because these phases of flight naturally occur closer to the ground where bird concentrations are higher, resulting in a higher probab ility of birdstrike.

The solutions to the problem of engine damage resulting from bird ingestion are similar to those for windshield. birdstrike, e.g., structural design consideration to withstand impact: or bird avoidance. Bird avoidance can be facilitated by either of two approaches: (1) keeping airplanes out of airspaces with large bird concentrations, and (2) removing birds from these regions of airspace. The bird avoidance approach can have various degrees of success or failure for commercial air fleets because flight schedules place airplanes in specific areas at: specific times and the effectiveness of airport bird control programs (if any) varies from airport: to airport and country to country.

Structural design of engines to withstand bird ingestions can be accomplished provided that requirements with respect to bird weights and numbers can be identified. Bird ingestion data for medium/large inlet area turbofan engines and small inlet area turbine engines [5,6] have been collected by several engine manufacturers. Statistical evaluation of bird ingestion data from these data collection efforts and previous bird ingestion studies will be useful in re-evaluating certification test criteria specified in Federal Aviation Administration (FAA) Regulation 14 CFR 33.77. As a result, future turbine engines can be designed to withstand more realistic bird threats.

1.2 OBJECTIVES.

The objective of this report is to determine the relationship of bird weight, number of birds ingested, geographic location, season, time of day,

phase of f l i g h t , and engine type t o t h e frequency of b i r d i n g e s t i o n events and t h e ex t en t of engine damage, i f any, r e s u l t i n g from t h e inges t ed b i r d s . The s t a t i s t i c a l a n a l y s i s of r epo r t ed b i r d i n g e s t i o n s experienced by commercial B737 a i r c r a f t worldwide over a 3-year r e p o r t i n g per iod i s used t o summarize t h e s e r v i c e t h r e a t and l e v e l of engine damage experienced by t h e s e a i r c r a f t . The f ind ings of t h e a n a l y s i s w i l l be h e l p f u l i n de f in ing minimum engine des ign requirements f o r r e s i s t a n c e t o damage a s a r e s u l t of b i r d i n g e s t i o n s . Moreover, t h i s s tudy w i l l provide a comparison between t h e exper iences of a contemporary h igh bypass r a t i o t u rbo fan engine (CFM56) and an o l d e r low bypass r a t i o t u rbo fan engine w i t h a sma l l e r i n l e t (JT8D) exposed t o s i m i l a r a i r c r a f t - b i r d i n g e s t i o n environments .

This i s t h e second r epor t on t h e 3-year d a t a co l l ec t io r l per iod . There were t h r e e major sources of b i r d i n g e s t i o n d a t a f o r t h e 3-year per iod: t h e engine manufacturers , t h e FAA, and t h e ICAO. A t t h e t ime t h e f i r s t r e p o r t was prepared, t h e d a t a from ICAO were no t a v a i l a b l e f o r t h e f u l l 3-year per iod . This r e p o r t r e p r e s e n t s an update of t h e f i r s t r e p o r t w i t h t h e ICAO d a t a included i n t h e ana lyses .

1.3 ORGANIZATION OF REPORT.

Sec t ion 2 d e f i n e s , d i scusses , and d i f f e r e n t i a t e s a i r p o r t ope ra t ions and a i r c r a f t ope ra t ions . Section 7 i d e n t i f i e s t h e c h a r a c t e r i s t i c s of b i r d spec i e s t h a t have been inges ted and r e l i a b l y i d e n t i f i e d . Sec t ion 4 d e s c r i b e s b i r d i n g e s t i o n r a t e s by l o c a t i o n , engine type , and phase of f l i g h t . S e c t i o n 5 provides a geographic placement of b i r d inges t i on events throughout t h e world. Sec t ion 6 summarizes engine damage r e s u l t i n g from b i r d i n g e s t i o n s . Sec t ion 7 examines t h e p r o b a b i l i t i e s of va r ious b i r d i n g e s t i o n even t s . Sec t ion 8 summarizes t h e changes i n t h e second e d i t i o n and d i s c u s s e s t h e q u a l i t y of t h e d a t a c o l l e c t e d i n t h i s s tudy by examining t h e sources of t h e d a t a and eva lua t ing t h e cons is tency of t h e d a t a from t h e f i r s t yea r t o t h e t h i r d year . Sec t ion 9 provides a summary of t h e r e s u l t s ob ta ined from t h i s d a t a a n a l y s i s . Sec t ion 10 provides l i t e r a t u r e r e f e rences . Sec t ion 11 is a g l o s s a r y of terms.

SECTION 2 AIRCRAFT OPERATIONS AND AIRPORT OPERATIONS

A i r c r a f t o p e r a t i o n s and a i r p o r t o p e r a t i o n s d a t a are used t o d e t e r m i n e b i r d i n g e s t i o n rates. O p e r a t i o n s d a t a (and t h e i r s o u r c e s ) used t o g e n e r a t e b i r d i n g e s t i o n rates a r e d i s c u s s e d i n t h i s s e c t i o n . D e f i n i t i o n s a r e p r o v i d e d t o a i d i n u n d e r s t a n d i n g t h e s e d a t a .

An a i r c r a f t o p e r a t i o n as d e f i n e d i n t h e g l o s s a r y is a nons top f l i g h t from one a i r p o r t ( d e p a r t u r e a i r p o r t ) t o a n o t h e r a i r p o r t ( a r r i v a l a i r p o r t ) and c o n s i s t s o f s e v e n p h a s e s of f l i g h t which i n c l u d e : (1) t a x i - o u t , ( 2 ) t a k e o f f , ( 3 ) c l imb, ( 4 ) c r u i s e , ( 5 ) approach , ( 6 ) l a n d i n g , and ( 7 ) t a x i - i n . An a i r p o r t o p e r a t i o n i s c o n s i d e r e d e i t h e r a d e p a r t u r e from o r a n a r r i v a l a e a n a i r p o r t . When a l l schedu led f l i g h t s a r e c o n s i d e r e d , t h e number o f a i r p o r t o p e r a t i o n s i s t w i c e t h e number of a i r c r a f t o p e r a t i o n s .

The O f f i c i a l A i r l i n e Guide (OAG) i s t h e d a t a s o u r c e f o r schedu led a i r p o r t o p e r a t i o n s . Counts of a i r p o r t o p e r a t i o n s i n v o l v i n g B737 a i r p l a n e s were e x t r a c t e d from OAG magne t ic t a p e s and m a i n t a i n e d by a i r p o r t code. The c o u n t s were f u r t h e r c a t e g o r i z e d by month of y e a r and hour of day s o t h a t s e a s o n a l and t i m e of day a n a l y s e s c o u l d b e performed.

T a b l e 2.1 p r e s e n t s t h e OAG a i r p o r t o p e r a t i o n s c0unt.s by s e a s o n a l months f o r t h e 3 -year p e r i o d . The c o u n t s a r e a l s o b roken down by s e v e r a l g e o g r a p h i c r e g i o n s . T a b l e 2.2 p r e s e n t s t h e same a i r p o r t o p e r a t i o n s c o u n t s a s Tab le 2 .1 ; however, a n a d j u s t m e n t f o r hemisphere h a s been made. I t s h o u l d be n o t e d t h a t t h e number of a i r c r a f t o p e r a t i o n s f o r e a c h of t h e s e c a t e g o r i e s i s one-ha l f t h e number of a i r p o r t o p e r a t i o n s . F r i n g s [ c t ] d e f i n e s autumn i n t h e Nor thern Hemisphere and s p r i n g i n t h e Sou thern Hemisphere a s t h e months September, Oc tober , and November. The c o l l e c t i o n p e r i o d f o r e a c h y e a r of B737 d a t a was October t h r o u g h t h e f o l l o w i n g September. C o n s i s t e n c y w i t h F r i n g s i s m a i n t a i n e d i n T a b l e 2 . 1 and Tab le 2.2 by group ing o p e r a t i o n s c o u n t s f o r October and November w i t h t h e o p e r a t i o n s c o u n t s of t h e f o l l o w i n g September.

T a b l e 2 .3 p r e s e n t s two c r o s s t a b u l a t i o n s of a i r p o r t o p e r a t i o n s by month and OAG d e s t i n a t i o n - a r r i v a l code. The f i r s t t a b u l a t i o n i n c l u d e s a l l a i r p o r t s a t which one o r more B737 o p e r a t i o n s were schedu led d u r i n g t h e r e p o r t i n g p e r i o d . The second t a b u l a t i o n i s a s u b s e t o f t h e f i r s t and i n c l u d e s o n l y t h o s e a i r p o r t s a t which a b i r d i n g e s t i o n e v e n t was r e p o r t e d d u r i n g t h e 3 - y e a r p e r i o d . The d e s t i n a t i o n - a r r i v a l code i s t a k e n d i r e c t l y from t h e OAG t a p e s and i t s v a l u e s a r e p r e s e n t e d as a f o o t n o t e i n T a b l e 2.3.

A t a b u l a t i o n of a i r c r a f t o p e r a t i o n s by e n g i n e t y p e and geograph ic r e g i o n i s r e q u i r e d t o o b t a i n b i r d i n g e s t i o n r a t e s f o r t h e s e p a r a m e t e r s . T a b l e 2.4 p r e s e n t s a t a b u l a t i o n of B737 a i r c r a f t o p e r a t i o n s by e n g i n e t y p e and g e o g r a p h i c r e g i o n f o r t-he r e p o r t i n g p e r i o d . The OAG o p e r a t i o n s d a t a i d e n t i f y i m p l i c i t l y t h e g e o g r a p h i c r e g i o n th rough t h e a i r p o r t code and a l s o i d e n t i f y e x p l i c i t l y whe ther t h e a i r p l a n e i s a B737; hovever , t h e e n g i n e t y p e of t h e a i r p l a n e i s n o t r e l i a b l y i d e n t i f i e d i n t h e OAG d a t a . The a i r c r a f t o p e r a t i o n s p r e s e n t e d i n t h e ALL ENGINES column of Tab le 2.4 are d e r i v e d by d i v i d i n g t h e a i r p o r t o p e r a t i o n s i n t h e TOTAL column of Tab le 2 .1 by 2 . The a i r c r a f t o p e r a t i o n s f o r t h e CFM56 e n g i n e were p rov ided by t h e e n g i n e m a n u f a c t u r e r as a c t u a l f l i g h t s f lown d u r i n g t h e r e p o r t i n g p e r i o d and a r e c o n s i d e r e d r e l i a b l e .

Simi l a r d a t a were not a v a i l a b l e f o r t h e JT8D engine. The JT8D a i r c r a f t ope ra t ions were t h e r e f o r e der ived by s u b t r a c t i n g t h e CFM56 a i r c r a f t ope ra t ions from t h e t o t a l a i r c r a f t ope ra t ions f o r bo th engines .

The engine manufacturers provided t h e FAA w i t h a l i s t i n g of monthly ope ra t ions counts f o r t h e i r r e s p e c t i v e engine types ; however, t h e counts d id no t agree w i t h t h e OAG counts . Monthly percentages f o r each engine type were c a l c u l a t e d from t h e engine manufacturer 's d a t a and subsequeritly app l i ed t o t h e JT8D and CFM56 engine t o t a l s i n Table 2 . 4 t o e s t i m a t e monthly a i r c r a f t ope ra t ions f o r t h e r e p o r t i n g per iod . F igure 2 . 1 i s a his togram showinp, t h e es t imated a i r c r a f t ope ra t ions f o r each engine type .

TABLE 2.1 SCHEDULED 3AG AIRPORT OPERATIONS BY SEASONAL MONTH

(OCTOBER 1986 THROUGH SEPTEMBER 1989)

Geoqraphic Location

- Mar-May

2un-Auq

Sep-Nov

Dec-Feb

Total

Contiguous US

0ctr86-Sepf87

728,180

762,922

685,560

681,306

2,857,968

0ctf87-Sepf88

758,076

775,265

758,349

756,956

3,048,346

0ctf88-Sepr89

815,708

838,195

791,297

777,947

3,223,147

Three Year Total

2,301,954

2,376,382

2,234,906

2,216,209

9,129,461

United States

3ctr86-Sepr87

771,231

807,492

726,309

722,461

3,027,493

0ctr87-Sepr88

801,058

819,890

800, 388

798,613

3,219,949

0ctf88-Sepr89

862,495

889,311

836,328

822,768

3,410.902

Three Year Total

2,434,784

2,516,693

2,363,025

2,343,842

9,658,344

Foreign

UI

0ctf86-Sepr87

619,425

647,640

604,935

591,679

2,463,679

0ctf87-Sepr88

688,874

722,608

668,398

650,891

2,730,771

0ctt88-Sepf89

747,501

778,335

730,340

712,736

2,968,912

Three Year Total

2,055,800

2,148,583

2,003,673

1,955,306

8,163,362

Northern Hemisphere

0ctt86-Sepf87

1,235,767

1,296,951

1,181,268

1,166,794

4,880,780

0ctr87-Sepr88

1,314,164

1,357,068

1,295,982

1,277,954

5,245,168

0ctr88-Sepf89

1,413,677

1,456,381

1,370,619

1,344,256

5,584,933

Three Year Total

3,963,608

4,110,400

3,847,869

3,789,004

15,710,881

Southern Hemisphere

0ctf86-Sep'87

154,889

158,181

149,976

i47,346

610,392

3ctr87-Sepr88

175,768

185,430

172,804

171,550

705,552

0ctf88-Sepf89

196,319

211,265

196,049

191,248

794,881

Three Year Total

526,976

554,876

518,829

510,144

2,110,825

Worldwide

0ctr86-Sepf87

1,390,656

2,455,132

1,331,244

1,314,140

5,491,172

0ctf87-Sepf88

1,489,932

1,542,498

1,468,786

1,449,504

5,950,720

0ctt88-Sepr89

1,609,996

1,667,646

1,566,668

1,535,504

6,379,814

Three Year Total

4,490,584

4,665,276

4,366,698

4,299,148

17,821,706

TABLE 2.2 SCHEDULED OAG AIRPORT OPERATIONS BY SEASON

(OCTOBER 1986 THROUGH SEPTEMBER 1989)

Geosraphic Location

Sprins

Summer

Autumn

Winter

Total

Contiguous US

0ctf86-Sepf87

728,180

762,922

685,560

681,306

2,857,968

0ctr87-Sep188

758,076

775,265

758,049

756,956

3,048,346

0ctf88-Sept89

815,708

838.195

791,297

777,947

3,223,147

Three Year Total

2,301,964

2,376,382

2,234,906

2,216,209

9,129,461

United States

Oct'86-Sep187

771,231

807,492

726,309

722,461

3,027,493

0ctf87-Sepf88

801,058

819,890

800,388

798,613

3,219,949

0ctf88-Sepf89

862,495

8r39,311

836,328

822,768

3,410,902

Three Year Total

2,434,784

2,516,693

2,363,025

2,343,842

9,658,344

Foreign

QI

0ct186-Sep187

614,512

636,805

609,848

602,514

2,463,679

0ctf87-Sep188

685,910

708,728

671,362

664,771

2,730,771

0ctf88-Sepf89

747,231

758.318

730,610

732,753

2,968,912

Three Year Total

2,047,653

2,103,851

2,011,820

2,000,038

8,163,362

Northern Hemisphere

0ctf86-Sepf87

1,235,767

1,296,951

1,181,268

1,166,794

4,880,780

0ctf87-Sepf88

1,314,164

1,357,068

1,295,982

1,277,954

5,245,168

0ctf88-Sepf89

1,413.677

1,456,381

1,370,619

1,344,256

5,584,933

Three Year Total

3,963,608

4,1;0,400

3,847,869

3,789,004

15,710,881

Southern Hemisphere

0ct186-Sepf87

149,976

147,346

154,889

158,181

610,392

0ct187-Sepr88

172,804

171,550

175,768

185,430

705,552

0ctf88-Sep189

196,049

191,248

196,319

211,265

794,881

Three Year Total

518,829

510,144

526,976

554,876

2,110,825

Worldwide

0ctf86-Sep'87

1,385,743

I, 444,297

1,336,157

1,324,975

5,491,172

0ctf87-Sepf88

1,486,968

1,528,618

1,471,750

1,463,384

5,950,720

0ctf88-Sepf89

1,609,726

1,647,629

1,566,938

1,555,521

6,379,814

Three Year Total

4,482,437

4,620,544

4,374,845

4,343,880

17,821,706

TABLE 2 . 3 OAG AIRPORT OPERATIONS BY MONTH (OCTOBEK 1986 THROUGH SEPTEMBER 1989)

ALL AIRPORTS WITH SCHEDULED B737 OPERATONS -.--,-

- - - - - - - - - - - - - - - - OAG DESTINATION-ARRIVAL CODES""- - - - - - - - - - - - - - - - - - - -

MONTH ( 0 ) (1) (2) (3) ( 4 ) (Total) - - - - . .

OCT NOV DEC JAN FEB MAR APK MAY J U N JUL AUG S E P - . - - - - - - - - - - - - - - - . - - - - - - - - . . - - - - - - - - . . - - - - - - - - - .-. ..-

TOTAL. 8,034,400 9,526,126 147,738 2,656 110,186 17,82L,706

MONTH - - - - - -

OCT NOV DEC J A N FEK M&lR Al'Ii MAY J1JN J I J L AlJC S E P - - - - - -

TOTAL

A1 KPOR'l'S EXPERIENCI N(: K LKI) I N G E S T I O N S DIJRING REL'OKrI'l N(: P E R I O D 9 -9-

- - - - - - - . - . OAC, D E S T I N A T I O N AIIRTVAI, CODF:S'"'- - - - - - - - - - - . -

(0) (1) (2) (3) (4) (Total) - - - - - - - - - . - - - - - - - - - - - - - - - - - - - . - - - - -

409,604 602, 384 8, 376 21? 5,729 1,026, 305 406,442 583,751 7,811 146 5,691 I ,003,84l 1171 ,710 611,910 8,349 108 6,348 I , O(t7, 985 426,376 016,/196 8,668 1 l 4 6,079 1,057,145 397.5 L9 572,802 7,958 174 5,315 978,768 432,869 619,646 8,483 180 5,790 1,076,968 427,835 611,827 8,084 2 12 5,359 1,053,312 /1')0, 877 638,458 8,484 264 5,860 1,103,943 [1/17,965 629, 500 9,118 18 2 5,997 1 ,092,76? 459,566 649, 333 9, 370 290 6,550 1,125,109 /t66,043 660,417 9,063 350 6,528 1,142,401 4 53,991t 677,456 8,646 364 5,842 1,096, 307

;:,:< -0 Any Carrier Operation begins and ends out of the U S . =I Domestic Carrier. Opera [ : io~ l begins and ends in the CIS. -2 Domestic Carriel-. Departuxe or arrival., but not both, i r l the IJS =3 Foreign Carrier. Operat i o r 1 begins and ends in the U S . =4 Forcign Cnrri.etr. Departure or arrival, but not both, in the ITS.

TABLE 2.4 SCHEDULED AIRCRAFT OPERATIONS BY ENGINE TYPE

JT8D GEOGRAPHIC LOCATION

United States

0ctf86 - Sep187 1, 160,091

0ct187 - Sepf88 1,082,543

0ct188 - Sepf89 1,007,797

------ ---

Three Year Total 3,250,431

Foreign

0ct186 - Sepf87 1,057,633

0ct187 - Sepf88 1,062,971

0ct188 - Sepf89 1,025,228

---------


Worldwide

0ctf86 - Sepf87 2,217,724

0ctf87 - Sep188 2,145,514

0ctf88 - Sep'89 2,033,025

------- --


ALL ENGINES

OW86 NW86 DEC'86 JAN187 FEB'87 MAR187 APR187 MAY 87 JUN187 JUL'87 AUG187 SEP187 00'87 NW87 DEC'87 JAN'88 FEB'68 MAR'88 APR'88 MAY188 JUN'88 JULY38 AUG'S8 SEP'88 OCT88 NW88 DEC188 JAN189 FEW89 W189 APR'89 MAY'89 JUN'89 JUL189 AUG189 SEP'89

AIRCRAFT OPERATIONS (x 100,000)

SECTION 3 CHARACTERISTICS OF INGESTED BIRDS

This s e c t i o n provides a d e s c r i p t i o n of t h e b i r d s t h a t p e r e i nges t ed during, t h e d a t a c o l l e c t i o n per iod and an a n a l y s i s of t h e e x t e n t of t h e b i r d i n g e s t i o n t h r e a t . The b i r d r e l a t e d f e a t u r e s t h a t a r e descr ibed i n t h i s s e c t j o n inc lude s p e c i e s , weight , s ea sona l t r e n d s , t ime of day t r e n d s , and geographic l o c a t i o n .

A d e t a i l e d breakdown of a i r c r a f t i n g e s t i o n even t s i n t h e United S t a t e s i s p resented i n F igures 3 .1 and 3 . 2 . F igure 3 . 1 i s a contour map of t h e cont iguous United S t a t e s w i t h t h e he ight of t h e contours be ing p r o p o r t i o n a l t o t h e number of a i r c r a f t i n g e s t i o n even t s i n each s t a t e wh i l e F igure 3.2 i s a ba r c h a r t w i t h t h e same informatiorl p l u s Alaska and Hawaii. Texas and C a l i f o r n i a have t h e g r e a t e s t number of i n g e s t i o n s followed by Hawaii, F l o r i d a , I l l i n o i s , and New York.

Table 3 .1 provides a t a l l y of a l l t h e spec i e s t h a t were p o s i t i v e l y i d e n t i f i e d by an o r n i t h o l o g i s t dur ing t h e c o l l e c t i o n pe r iod . The counts i n t h e U S , Foreign, and Overa l l columns of Table 3 . 1 i n d i c a t e t h e number of a i r c r a f t i n g e s t i o n events i n which each b i r d s p e c i e s was inges t ed . The s p e c i e s a r e l i s t e d by o rde r and family and i t i s apparent t h a t t h e g u l l s , doves and lapwinglplover f a m i l i e s of t h e o rde r cha rad r i i fo rmes ( s h o r e b i r d s ) a r e t h e most commonly inges t ed b i r d s worldwide. The o r d e r columbiformes (doves /p igeons) appear t o be a b i r d i n g e s t i o a problem f o r t h e United S t a t e s wh i l e t h e o r d e r fa lconi formes (hawks/vul tures ) poses a s i g n i f i c a n t t h r e a t abroad.

One of t h e d-isappointing f e a t u r e s of t h e B737 b i r d i n g e s t i o n d a t a base i s t h e low b i r d i d e n t i f i c a t i o n r a t e . The b i r d s p e c i e s was p o s i t i v e l y i d e n t i f i e d i n only 237 ou t of 1,410 a i r c r a f t i n g e s t i o n even t s t h a t were recorded g iv ing a 16 .8 pe rcen t i d e n t i f i c a t i o n r a t e . The i d e n t i f i c a t i o n r a t e f o r engine i n g e s t i o n even t s i n which a n engine s u s t a i n e d damage ( 2 3 . 4 p e r c e n t ) was almost 74 percent g r e a t e r than t h e i d e n t i f i c a t i o n r a t e f o r even t s which caused no engine damage (13.3 p e r c e n t ) ; which could i n d i c a t e t h a t t h e group of i d e n t i f i e d b i r d s i s b i a sed t o i nc lude more b i r d s i n t h e s i z e and weight ranges t h a t tend t o damage engines when inges t ed . Any conclus iox~s about t h e popu la t ion of i nges t ed b i r d s sliould be viewed w i t h t h e c a u t i o n t h a t t h e sample might be more r e p r e s e n t a t i v e of t h e popula t ion of b i r d s t h a t damage engines t han of a l l b i r d s t h a t a r e i nges t ed .

The s p e c i e s - r e l a t e d d e s c r i p t i o n s of i nges t ed b i r d s i n t h i s r e p o r t probably provide a conse rva t ive view i n t h a t t h e b i r d s t h a t caused damage a r e b e t t e r r ep re sen ted i n t h e sample than b i r d s t h a t d id not cause damage. The b i r d f e a t u r e s t h a t i r i f luence damage cannot be d iscerned , however, because of t h e p o s s i b l e b i a s i n t h e i d e n t i f i c a t i o n s . That i s , t h e d i f f e r e n c e s between t h e b i r d s t h a t cause damage arid t h e b i r d s t h a t don ' t cause damage cannot be r e a d i l y i den t i . f i ed s i n c e t h e r e i s l e s s in format ion about t h e b i r d s t h a t d i d n ' t cause damage,

Table 3.2 i s a frequency t a b l e of weights f o r t h e p o s i t i v e l y i d e n t i f i e d b i r d s . The b i r d weights a r e de r ived from t h e s p e c i e s i d e n t i f i c a t i o n and when p o s s i b l e a r e a d j u s t e d f o r t h e age and s e x of t h e inges t ed b i r d . The modes i n

NUMBER OF INGESTION EVENTS

- California (32)

V) - Massachussetta (2)

2 + m

- Pennsylvania (8)

- South Carolina (2) - South Dakota (1)

Nycticorax nycticorax

Bubulcus lbis

~gretta alba

Hagedashla hagedash

Chen caerulescens

Branta canadensls

Anas amerlcana

Anas platyrhynchos

Coragyps atratus

Pandlon hallaetus

Mllvus mlgrans

Gyps bengalensis

Aegyplus monachus

Clrqus cyaneus

Acclplter nlsus

Acclplter strlatus

Geraonaetus melanoleucus

Buteo swalnsonll

Buteo buteo

.

TABLE 3.1 TALLY OF POSITIVELY IDENTIFIED BIRD SPECIES

BROKEN DOWN BY US FOREIGN AND OVERALL

(AIRCRAFT INGESTI~N EVENTS

Falco sparverius

Falco tlnnunculus

Falco berlqora

Alectoris Fufa

APector~s barbara

Francol~nus~francolinus

PerdSx perdlx

Phaslanus colchicus

Porsana carolma

Haematopus ostralegus

Vanellus vanellus

Vanellus spmosus

Vanellus melano terus

Vanellus corona a us

Vanellus vanellus

Vanellus miles

. Pluvialis a ricaria

Charadrlus gubius

Charadrlus voclferus

~umenius americanus

Bartramla lon lcauda

Gall~nago gal?inago

Burhlnus oedlcnemus

Burhinus ca ensis

Strltla iSa%ella

Stercorarlus pomarinus

Larus delawargnsis

Larus canus

Larus argentatus

Black-crowned night heron

Cattle eqret

Great'egFet

Hadada lbls

Snow goose

Canada goose

Amerlcan wlgeon

Mallard

Black vulture

Osprey

Black kite

Indlan whlte-backed vu

Euraslan black vulture

Northern marsh harrler

E~ropean~sparrow-hawk

Sharp-shlnned hawk

Gray eagle-buzzard

Swalnsonfs hawk

Common buzzard

Amerlcan kestrel

Euraslan kestrel

Brown falcon

Red-legged gartridge

Barbar$ par rldge

Black rancolln

Hungarian artridge

~in~-neckeE

pheasant

Sora

Common oystercatcher

Common,lapwln ?

S ur-wlnged p over

~!?ack-winged, plover

Crowned la w

mg

Grax -h

eadeE lapwing

Mas ed plover

Euraslan,golden plov

Llttle rlnged plover

Killdeer

Long-bllled curlew

Upland sandpiper

Common snlPe

lture

Eurasian stone-curlew

Cape dlkkop

Aust

rali

an courser

Pgmarlne ]

aeger

Rmg-bllled gull

Common gull

Herrlng gull

I1 II II II II I1 I1 I1 I1 II I1 I1 v v v v v v v v v v v v

.r4 C

a, r-4

D P - $ .A u a c 4 $4 a, 3 e.4 3 z m w

T a b l e 3.2 t h e r e f o r e r e p r e s e n t t h e w e i g h t s of t h e more commonly i d e n t i f i e d b i r d s p e c i e s t h a t were i n g e s t e d . F i g u r e 3 .3 p r o v i d e s t h e s a m e i n f o r m a t i o n i n t h e form of a h i s t o g r a m . Most of t h e i n g e s t e d b i r d s ( 7 7 . 5 p e r c e n t ) t h a t were i d e n t i f i e d i n t h i s s t u d y weighed less t h a n o r e q u a l t o 20 ounces; however, 6 .7 p e r c e n t weighed more t h a n 20 ounces and less t h a n o r e q u a l t o 32 ounces and 1 5 - 8 p e r c e n t of t h e i d e n t i f i e d b i r d s weighed more t h a n 2 pounds.

Summary s t a t i s t i c s c a l c u l a t e d from t h e raw d a t a f o r t h e Uni ted S t a t e s , f o r e i g n and worldwide b i r d w e i g h t d i s t r i b u t i o n s a r e p r e s e n t e d i n T a b l e 3.3. Note t h a t he weight of one i n g e s t e d b i r d p e r e v e n t i s i n c l u d e d i n t h e b i r d we igh t d i s t r i b u t i o n f o r m u l t i p l e b i r d e n g i n e i n g e s t i o n e v e n t s . The mean, median and mode a r e t h r e e d i f f e r e n t c o n c e p t s f o r t h e t y p i c a l o r a v e r a g e v a l u e which measures t h e c e n t r a l tendency of t h e d i s t r i b u t i o n . The mean b i r d we igh t i s t h e sum of t h e b i r d w e i g h t s f o r a l l ingestion e v e n t s d i v i d e d by t h e number of e v e n t s i n c l u d e d i n t h e sum. The median w e i g h t d i v i d e s t h e w e i g h t s i n t o two groups w i t h h a l f t h e w e i g h t s below t h e median arid h a l f above. The mode of t h e b i r d w e i g h t s i s t h e we igh t t h a t h a s t h e h i g h e s t f r e q u e n c y i n t h e d a t a s e t . The median and mode a r e more r e l e v a n t measures of the a v e r a g e f o r t h e b i r d i n g e s t i o n problem. The mean weigh t would be i m p o r t a n t i f damage were r e l a t e d t o t h e c u m u l a t i v e we igh t of a l l b i r d s i n g e s t e d by a . ; ingle e n g i n e s i n c e t h e mean i s based on t h e t o t a l we igh t of t h e i n g e s t e d b i r d s .

A p a t t e r n s u g g e s t i v e of a s i n e f u n c t i o n i s s e e n i n F i g u r e 3.4 which i s a b a r c h a r t o f niontllly b i r d i n g e s t i o n s f o r t h e d a t a c o l l e c t i o n p e r i o d . The c y c l i c p a t t e r n i n a i r c r a f t i n g e s t i o n e v e n t s r e f l e c t s s e a s o n a l b i r d a c t i v i t y . The s t a r t o f a c y c l i c p a c t e r n i s a l s o s e e n i n t h e i n g e s t i o n r a t e d a t a which i n d i c a t e s t h a t t h e t r e n d s a r e due t o t h e chang ing b i r d p o p u l a t i o n and n o t changes i n a i r t r a f f i c a c t i v i t y . Time t r e n d s i n b i r d i n g e s t i o n s a r e f u r t h e r i n v e s t i g a t e d on a s e a s o n a l b a s i s i n t h e f o l l o w i n g p a r a g r a p h s .

The s e a s o n a l b i r d i n g e s t i o n r a t e s f o r t h e Nor thern and S o u t h e r n Hemispheres, t h e Uni ted S t a t e s and f o r e i g n c o u n t r i e s and t h e whole wor ld a r e p r e s e n t e d i n t h e b a r c h a r t o f F i g u r e 3 .5 . Here t h e i n g e s t i o n r a t e s a r e n o t b e i n g compared by e n g i n e t y p e s o t h e i n g e s t i o n r a t e R i s s imply c a l c u l a t e d a s :

R = I n g . 10000

OPS

where I n g i s t h e number of i n g e s t i o n s and Ops i s t h e number of a i r c r a f t o p e r a t i o n s i n t h e t i m e p e r i o d b e i n g c o n s i d e r e d . The r a t e i s e x p r e s s e d as i n g e s t i o r l s p e r 10,000 a i r c r a f t o p e r a t i o n s .

S e a s o n a l t r e n d s were i n v e s t i g a t e d u s i n g a Chi-squared g o o d n e s s - o f - f i t (GOF) a n a l y s i s . The Chi-squared v a l u e f o r t e s t i n g t h e h y p o t h e s i s t h a t t h e number o f a i r c r a f t i n g e s t i o n e v e n t s does n o t v a r y w i t h t h e s e a s o n s i s 170.3. The c r i t i c a l v a l u e f o r t e s t i n g a t t h e f i v e p e r c e n t l e v e l o f s i g n i f i c a n c e i s 7.81 w h i l e t h e 0 .5 p e r c e n t l e v e l i s 12.8; t h e r e f o r e , t h e h i g h v a l u e of t h e t e s t s t a t i s t i c i s a v e r y s t r o n g i n d i c a t i o n t h a t i n g e s t i o ~ i s do v a r y w i t h t h e s e a s o n s .

The w i n t e r d a t a were e l i m i n a t e d i n a n e f f o r t t o b e t t e r i d e n t i f y t h e n a t u r e of t h e d i f f e r e n c e s between t h e s e a s o n s . T e s t i n g f o r t h e e q u a l i t y o f t h e i n g e s t i o n s f o r s p r i n g , summer and auturnn a l s o y i e l d s a s i g n i f i c a n t d i f f e r e n c e w i t h a test s t a t i s t i c o f 82.19 and a f i v e p e r c e n t c r i t i c a l v a l u e o f

5.99 which is also a very strong indication that ingesti.ons vary between spring, summer, and autumn. Further testing between summer and autumn produces a test statistic of 23.9 which is also much larger than the five percent critical value of 3.84 for comparing two groups. Seasonal. ingestion rates rank highest to lowest with summer, autumn, spring, and winter.

The time of day distribution of bird ingestion events is illustrated in Figure 3.6 with time of day reduced to the four basic segments of morning, mid-day, evening and night. There is a noticeable drop in the number of ingestions at night and the Chi-squared test for equality of the four time periods indicates that they are not the same. The Chi-squared test statistic is 104.9 while the 99th percentile of the Chi-squared with three degrees of freedom distribution is 11.34.

There are two likely reasons for a drop in ingestions during the night. Birds are not generally nocturnal so that bird activity is reduced at night. Also, there are fewer flights scheduled at night. A lessened exposure due to fewer flights and fewer birds results in a reduction in the number of ingestions at night.

ww

w

xx

x

vv

v

DD

N

(P

'P

I.

I U

S S

ingl

e B

ird

Eve

nts

For

eign

Sin

gle

Bir

d E

vent

s m

US

Mul

tiple

B

ird

Eve

nts

ww

Ww

wU

Y~

ww

ww

w

XX

XX

XK

XX

XX

XX

X

vv

vv

vV

vv

vv

vv

v

N

C)

83

33

43

3n

nZ

33

0

w

v

BIRD

WEI

GHT

(0

2)

RANG

E

Figure

3.3

. H

isto

gra

m o

f N

umbe

r o

f B

ird

s

Ing

es

ted

by

W

eig

ht

Cla

ss

.

TABLE 3.3

SUMMARY S

TATI

STIC

S FO

R IN

GEST

ED B

IRD W

EIGH

TS

s

Multiple

Single

Total

3(

Bird

Bird

Bird

STATISTIC

Even

ts

Even

ts

Even

ts

MED

IAN

1

4.

6.0

1

4.

MEA

N

(AV

ERA

GE)

2

4.5

1

4.4

15.9

STD

DEVI

ATIO

N 33.15

14

.54

1

8.5

6

Bird

Weights Given i

n O

unce

s

Foreinn

Mult

iple

Si

ngle

Total

Bird

Bird

Bi

rd

Even

ts

Even

ts

Even

ts

World

Ptide

Mult

iple

Si

ngle

Total

Bird

Bi

rd

Bird

Ev

ents

Ev

ents

Events

** Co

unte

d by

En

gine

Ingestion E

vent

s

0 Z

AIRCRAFT INGESTION EVENTS (WORLDWIDE)

OW86 NW86 DEC86

Y M'87 P 09 FEW7

5 MAR'87 (D

w APR'87 i

c MAY87 JUN'87

x P JUC87 (0 rt AUGB7 0

09 w

SEP'87

!i OW87

o I NW07 M 0 DEW7 5 wlas

% 5 * FEB'88

cc @ MAR38 G o APRW w t-' Q F MAYW t JUNW

SECTION 4 INGESTION RATES

This s e c t i o n d e s c r i b e s t h e r a t e s a t which b i r d i n g e s t i o n s occurred dur ing t h e 3-year c o l l e c t i o n per iod covered i n t h i s r e p o r t . The Poisson d i s t r i b u t i o n i s commonly used t o d e s c r i b e how even t s a r e randomly s c a t t e r e d i n t ime and t h e b i r d i n g e s t i o n d a t a a r e shown t o a g r e e w i t h t h e assumptions of a Poisson process . The f i r s t p a r t of t h i s s e c t i o n provides t h e e s t i m a t e s of t h e b a s i c i n g e s t i o n r a t e s . The second p a r t d e s c r i b e s t h e Poisson d i s t r i b u t i o n and how it r e l a t e s t o t h e b i r d i n g e s t i o n events . The f i n a l p a r t s d i s c u s s s t a t i s t i c a l ana lyses based on t h e assumption t h a t b i r d i n g e s t i o n s fo l low a Poisson process .

4 .1 INGESTIONATE ESTIMATES.

This sub - sec t ion provides a gene ra l d e s c r i p t i o n of i n g e s t i o n r a t e s broken down by l o c a t i o n , engine and phase of f l i g h t . The r a t e s a r e g iven i n terms of i n g e s t i o n s pe r 10,000 a i r c r a f t o p e r a t i o n s and have been ad jus red t o t h e i n l e t a r e a of t h e engine t o a l low s i z e independent comparisons between engines . The i n l e t a r e a used throughout t h i s r e p o r t i s c a l l e d t h e " f a t l i p a r ea" and was s p e c i f i e d by t h e Boeing Company f o r each type of engine i n s t a l l a t i o n . A more d e t a i l e d s t a t i s t i c a l a n a l y s i s of i n g e s t i o n r a t e s i s covered i n t h e nex t s e c t i o n us ing s t a t i s t i c a l t echniques f o r Poisson p roces ses .

Table 4.1A l i s t s t h e United S t a t e s , f o r e i g n and worldwide i n g e s t i o n r a t e s f o r bo th t h e JT8D and t h e CFM56 engines a s w e l l a s a composit-e r a t e f o r a l l 737 a i r c r a f t . The i n l e t a r e a adjustment was done us ing a 10-square-foot u n i t a r e a on t h e b a s i s of t h e t o t a l i n l e t a r e a of bo th engines t o keep t h e r a t e s i n a r ea sonab le range. The composite r a t e s i n each geographica l r eg ion a r e weighted means of t h e i n l e t a r e a a d j u s t e d r a t e s f o r t h e i n d i v i d u a l engines and a r e determined a s fo l lows: t h e number of i n g e s t i o n s p e r 10 squa re f e e t i n l e t a r e a f o r each engine i s p ro j ec t ed by mul t ip ly ing t h e r a t e s by t h e number of a i r c r a f t ope ra t ions . The composite r a t e s a r e c a l c u l a t e d by d i v i d i n g t h e t o t a l p r o j e c t e d i n g e s t i o n s f o r bo th engines by t h e t o t a l a i r c r a f t o p e r a t i o n s f o r t h e geographica l reg ion . Table 4.1B l i s t s engine i n g e s t i o n r a t e s based on engine o p e r a t i o n s and normalized f o r t h e engine i n l e t a r e a . The numbers i n pa ren theses i n Tables 4.1A and 4.1B r e f l e c t t h e number of i n g e s t i o n s where geographic l o c a t i o n and/or engine type was no t known.

The i n g e s t i o n r a t e s f o r t h e CFM.56 engine were c a l c u l a t e d us ing r epor t ed a i r c r a f t o p e r a t i o n s f o r s p e c l f i c geographica l reg ions . The i n g e s t i o n r a t e s f o r t h e JT8D engine were c a l c u l a t e d us ing e s t ima ted a i r c r a f t o p e r a t i o n s f o r s p e c i f i c geographica l reg ions . The d e t a i l s of t h e c a l c u l a t i o n were p re sen ted i n Sec t ion 3 , equa t ion 3.1.

F igure 4.1 shows monthly i n g e s t i o n r a t e s subdivided by engine type and a d j u s t e d f o r i n l e t a r e a s o t h a t a comparison between engine types can be made.

The a d j u s t e d monthly i n g e s t i o n r a t e ( R a d j ) f o r an engine type i s expressed a s i n g e s t i o n s pe r 10 f t 2 p e r 10,000 a i r c r a f t o p e r a t i o n s i s c a l c u l a t e d a s :

TABLE 4.1A

BREAKDOWN OF BlRD INGESTION RATES BY ENGINE AND LOCATION (BASED ON AIRCRAFT OPERATIONS)

ENGINE TYPE: *

INLET AREA:

JT8D CFM56 ALL ENGINES

2234 in2 4606 in2 N/A

UNITED STATES

Aircraft Ingestion Events 136 151 304 (17)

OAG Aircraft Operations 3,250,431. 1,578,741 4,829,172

Ingestion Rate 0.42 0.96 0.63 (Ing/lOK Ops)

Normalized Ingestion Rate 0.27 0.30 0.28 (Ing/lOK 0ps/10ft2)

FOREIGN

Aircraft Ingestion Events 784

OAG Aircraft Operations 3,145,832

Ingestion Rate (Ing/lOK Ops)

Normalized Ingestion Rate 1.61 (Ing/lOK 0ps/10ft2 )

WORLDWIDE

Aircraft Ingestion Events 921 (1) 445 (1) 1,410 (46)

OAG Aircraft Operations 6,396,263 2,514,590 8,910,853


Normalized Ingestion Rate 0.93 0.55 0.82 (Ing/lOK 0ps/10ft2 )

* Total Area for 2 Engines

TABLE 4.1B

BREAKDOWN OF BIRD INGESTION RATES BY ENGINE AND LOCATION (BASED ON ENGINE OPERATIONS)

ENGINE TYPE: JT8D CFM56 ALL ENGINES

INLET AREA: 1117 in2 2303 in2 N/A

KNITED STATES

Engine Ingestion Events 142 157 317 (18)

OAG Engine Operations 6,500,862 3,157,482 9,658,344



FOREIGN

Engine Ingestion Events 811 310 1,149 (28)




WORLDWIDE

Engine Ingestion Events 954 (1) 468 (1) 1,468 (48)


Ingestion Rate (Ing/lOK Ops)


OW86 NOv'86 DEC86 JAN'87 FEIr87 W'87 APR187 MAY87 JUN'87 JUL'87 AUG87 SEP'87 OW87 NOv'87 DEC87 JAN '08

Em80 .Z MAR'88 2 APR'88 w88 JUN'88

-< JUL'88 'g AN88 n SEPi88

ocr88 NOV'88 DEC88 JAN'BS FEB'89 M'89 APR'89 MAY89 J U N'89 J U Li89 W89 W'89

AIRCRAFT INGESTION ATE RB (ING/IOK OPS/IO )

where Ing is the number of monthly aircraft ingestion events for an engine type, T A is the inlet area (in2) of the engine type, and Ops is the number of aircraft operations for the month. Twice the engine area is used because there are two engines on each B737 aircraft. The constant 1440 is the factor for converting square inches to units of 10-square-foot areas.

The phase of flight ingestion rate tabulation is presented in Table 4.2A. The method used to calculate ingestion rate 1 is expressed in Equation 3.1. The area adjustment used for ingestion rate 2 is implemented using Equation 4 .1 . The highest ingestion rates were in the takeoff and landing phases followed by the climb and approach phases. There were very few ingestions during the taxi and cruise phases of flight. This pattern is typically seen in bird strike and bird ingestion studies and is indicative of the fact that airports are often located in desirable bird environs. Since birds congregate around airports there is a greater chance of striking or ingesting a bird during the phases of flight that take place close to the airports. Also, commercial airline cruise routes are well above the altitude in which birds are usually found. Table 4.2B lists engine ingestion rates as a function of phase of flight. The differences in ingestion rates between Tables 4 . 2 A and 4.2B are due to multiple engine ingestion events.

4.2 THE POISSON PROCESS.

The Poisson process is the simplest type of stochastic process which describes how events are distributed in time. The Poisson process is here taken to govern aircraft ingestion events and the rimes at which they occur are random. In a Poisson process the events are distributed somewhat evenly in time so that it appears that the times at which the events occurred form a uniform distribution. This section describes some of the properties of Poisson processes that will be useful in describing bird ingestions and in testing hypotheses about bird ingestion rates.

The basis of a Poisson process is a description of the probability distribution of the number of events that occur in a given time interval. The formula for the probability of n events in an interval of length T is:

The parameter h is the mean rate at which events occur and the mean number of events in the length T time interval is AT. The time scale that will be used in this study is number of aircraft operations. Ingestion rates are typically reported in events per 10,000 aircraft operations which implies the use of aircraft operations as the time scale in a Poisson process.

One derivation of the formula for the Poisson distribution is the limiting distribution of the binomial distribution for large sample sizes. If we assume that the probability of a bird ingestion is the same from flight to flight then the number of ingestions in a large number of flights has a binomial distribution. If the probability of ingestion is p and the number of flights is N then the probability that n ingestions occur in the N flights is:

P(X(N)=n) = (N) pn(l-p)'N-n'

TABLE 4.2A

INGESTION RATES FOR ENGINE TYPE EY PHASE OF FLIGHT

(BASED ON AIRCRAFT INGESTION EVENTS)

PRATT-WHITNEY JT8D

CFMI CFM56

ALL ENGINES*

INLET**

2234 in2

AREA

AIRCRAFT

6,396,263

OPERATIONS

***

***

***

AIRCRAFT

AIRCFAFT

AIRCRAFT

PHASE OF

ING.

ING

EST^

INGEST^

ING.

ING

EST^

INGEST^ t

ING. INGEST!

ING

EST^

^^

FLIGHT

EVENTS RATE i RATE 2

EVENTS RATE 1 RATE 2

EVENTS RATE 1 RATE 2

Parked

1

.002

.001

0

---

---

1

.001

.001

Taxi

6

.009

.006

4

.016

.O05

10

.011

.006

Takeoff

540

.844

,544

189

.752

.23

5

729

.818

,457

h)

03

Climb

60

.094

.060

54

.215

.067

114

.I28

.062

Cruise

6

.009

.006

12

.048

.015

18

.020

,009

Approach

64

,100

.064

44

.I75

.055

108

.I21

.062

Landing

243

.380

.245

142

.565

,177

385

.432

.226

Other

1

.002

.001

0

---

---

1

.001

.001

Allphases

921

1.440

.928

445

1.770

.553

1366

1.533

.822

* Includes Only Events Where Engine Type Known

** Total Area of 2 Engines

***

Co~tains Proprated Apportionment of Events with Unknown Phase of Flight

Ingestion Events Per 10,000 Operations

It I

ngestion Events Per 10 , 000 Operations Per 10 ft2

ttt

Function of GT8C Rate 2, CFM56 Rate 2, and Corresponding Operations

The binomial p r o b a b i l i t i e s i n Equation 4 . 3 can be approximated by a Poisson d i s t r i b u t i o n w i t h mean Np f o r l a r g e v a l u e s of N. That i s , t h e s i n g l e f l i g h t p r o b a b i l i t y of an i n g e s t i o n , p , r e p l a c e s A i n Equat ion 4.2.

An important ques t ion t h a t can be i n v e s t i g a t e d through t h e Poisson process model of b i r d i n g e s t i o n s i s t h e in f luence of i n l e t a r e a on t h e i n g e s t i o n r a t e s . Pas t s t u d i e s [ 7 , 8 ] i n b i r d s t r i k e s have used t h e assumption t h a t t h e p r o b a b i l i t y of a b i r d s t r i k e i s p r o p o r t i o n a l t o t h e c r o s s s e c t i o n a l a r e a of t h e a i r c r a f t . Applying t h e same concept t o engines imp l i e s t h a t t h e b i r d i n g e s t i o n r a t e should be p ropor t iona l t o t h e i n l e t a r e a of t h e engine.

The i n l e t a r e a e f f e c t can be incorpora ted i n t o t h e Poisson process model by l e t t i n g t h e parameter r ep re sen t t h e i n g e s t i o n r a t e pe r u n i t a r e a . The p r o b a b i l i t y of n i n g e s t i o n s i n N ope ra t ions f o r an engine w i t h i n l e t a r e a A i s :

- XAN e ----(AAN)" P(X(N)=n) = n! (4 .4)

4.3 VALIDITY OF THE POISSON PROCESS MODEL FOR BIRD INGESTIONS.

The a p p l i c a b i l i t y of t h e Poisson process model can be t e s t e d by ana lyz ing t h e t imes between i n g e s t i o n s . The i n t e r a r r i v a l t imes i n a P o i s s o ~ ~ p roces s a r e random v a r i a b l e s t h a t have independent exponen t i a l d i s t r i b u t i o n s and t h e mean time between a r r i v a l s i s t h e r e c i p r o c a l of t h e i n g e s t i o n r a t e . The v a l i d i t y of t h e Poisson process model can be t e s t e d by apply ing a goodness -o f - f i t (GOF) testr f o r t h e exponen t i a l d i s t r i b u t i o n t o t h e t imes between i n g e s t i ons .

The t imes between i n g e s t i o n s a r e measured by t h e number of days between a i r c r a f t i n g e s t i o n events . Normally t h e number of a i r c r a f t ope ra t i ons between a i r c r a f t i n g e s t i o n events would be used; however i t i s imposs ib le t o measure t h i s d i r e c t l y . The number of days between a i r c r a f t i n g e s t i o n even t s provides a s u i t a b l e measure of t h e t ime between i n g e s t i o n s s i n c e d a i l y a i r c r a f t o p e r a t i o n s a r e reasonably c o n s i s t e n t .

The GOF t e s t f o r t h e exponen t i a l d i s t r i b u t i o n i s a modif ied Kolmogorov- mirnov (K-S) t e s t comparing t h e observed cumulative d i s t r i b u t i o n f u n c t i o n (CDF) t o t h e p r e d i c t e d exponen t i a l CDF based on t h e sample mean. The K-S t e s t u ses t h e t e s t s t a t i s t i c D def ined a s t h e maximum d i s t a n c e between t h e observed and p r e d i c t e d cumulat ive d i s t r i b u t i o n func t ions . A modi f i ca t ion t o t h e c r i t i c a l v a l u e s f o r t h e t e s t s t a t i s t i c i s r equ i r ed when t h e p r e d i c t e d CDF i s der ived from t h e mean of t h e sample. The c r i t i c a l va lues f o r t h e modif ied K-S t e s t were computed by L i l i e f o r s [ 9 ] . The c r i t i c a l va lue f o r a 0.05 l e v e l of s i g n i f i c a n c e when t h e sample s i z e , n , i s l a r g e r t han 30 can be approximated by 1 -06 /&I.

The modif ied K-S t e s t was run on s i x subgroups of t h e d a t a broken down by engine and l o c a t i o n . The s i x groups were ( 1 ) domestic (United S t a t e s ) JT8D, ( 2 ) cont iguous United S t a t e s JT8D, ( 3 ) f o r e i g n JTSD, ( 4 ) domestic CFM56, ( 5 ) cont iguous United S t a t e s CFM56, and ( 6 ) f o r e i g n CFM56. F igu res 4.2 through 4 .7 compare t h e observed and p r e d i c t e d cumulative d i s t r i b u t i o n s f o r each of t h e s i x groups, r e s p e c t i v e l y . I n each case t h e r e i s a v e r y c l o s e v i s u a l agreement between t h e observed and p r e d i c t e d CDF's.

* * *

* * O

BSER

VED

EX

PON

ENTI

AL F

IT

0.0

I I

I I

I 1

I 1

0 10

20

30

44

50

60

70

D

AY

S

BETW

EEN

IN

GES

TIO

NS

Figure 4.2. Comparison o

f O

bserved and P

redicted C

DFs for U

nited States J

T8D

Aircraft Ingestion Events.

* * *

* * O

BSER

VED

- EXP

ONE

NTIA

L Ft

T

0.0

1 1

1 i

0 1

I 1

10

20

30

40

50

60

70

DA

YS

BETW

EEN

ING

ESTI

ON

S F

igu

re

4.5

. C

omp

aris

on o

f O

bse

rved

an

d P

red

icte

d C

DFs

fo

r U

nit

ed

Sta

tes

CF'

M56

Air

cra

ft

Ing

esti

on

Ev

ents

.

The visual similarities are verified by the statistical tests which are summarized in Table 4.3. The mean time between ingestion events is given in column one. The sample size given in column two is the count of times between ingestions and is one less than the number of aircraft ingestion events. The critical value for a five percent significance level (D") is in column three and the test statistic (D) is in column four. The assumption that the times between ingestion events come from an exponential distribution cannot be rejected at the five percent level in five of the six groups. The use of a Poisson process to model bird ingestions is appropriate based on these test results.

The one group that does not pass the exponential goodness of fit test is the foreign CFM56 ingestions. The test statistic for the foreign CFM56 group is nearly equal to the critical value and the maximum deviation occurs at 1.5 days. Since the t~ime between ingestions is recorded to the nearest day, round off error could adversely affect the observed CDF at: 1.5 days. Since the other five groups are consistent: with the Poisson model, the failed test for the foreign CFM 56 ingestions is not sufficient cause to reject t:he use of the Poisson model for bird ingestion events.

4.4 INLET AREA EFFECT ON INGESTION RATES.

One property of the Poisson process model described in Section 4.2 is that ingestion rates should be proportional to the inlet area of the engine. The size effect can be investigated in the B737 bird ingestion data by comparing the number of ingestion events of the JT8D with the number of ingestion events of the CFM56. According to Equation 4.4 the total number of ingestion events during the reporting period for a given engine has a Poisson distribution with a mean that is proportional to the number of aircraft operations in the reporting period and to the inlet area of the engine. The number of JT8D ingestion events out of the total number of ingestion events will have a Binomial distribution if the Poisson process model is valid.

The proportion of total ingestion events that occurred in JT8D engines for a particular geographic region should be:

where OJ and OC are the numbers of regional aircraft operations for, and AJ and AC are the inlet areas of, the JT8D and CFM56 engines, respectively. The relevant values for Equation 4.5 can be obtained from Table 4.1A giving an expected proportion of JT8D ingestion events of P = 0.50 for United States ingestion events and P = 0.62 for foreign ingestion events. The observed proportion of JT8D events is 0.47 for the United States and 0.73 for foreign ingestion events. The test statistic to compare the observed proportion to the predicted is the standard Z statistic for the binomial distribution given by:

A z = ( P - P ) / J ( P * (LP) / N), ( 4 . 6 )

A where P is the observed proportion of JT8D engine ingestion events and N is the total number of aircraft ingestion events for the geographic region.

TABLE 4.3

RESULTS OF THE EXPONENTIAL GOF TESTS TO VERIFY THE POISSON PROCESS

J T 8 D ENGINE

CRITICAL TEST SAMPLE VALUE STATISTIC

GEOGRAPHIC AREA -- MEAN SIZE -- ---- D* D

United States 7.90 135 .091 .040 Contiguous US 8.97 119 .097 . 0 4 7

Foreign 1.39 783 .037 .032

CRITICAL TEST SAMPLE VALUE STATISTIC

GEOGRAPHIC AREA MEAN SIZE -- --- D* - D

United States 7.25 150 .086 .067 Contiguous US 7.34 148 .087 .064

Foreign 3.75 292 .062 ,063

The Z statistic defined in Equation 4.6 is used to test the null hypothesis that there is no difference between the two types of engines in ingestion rates for each region after adjusting for area. The test statistics for the two geographic regions are computed by substituting the observed proportions for P and the expected proportions for P in Equation 4.6. The computed Z values are -0.87 for United States ingestion events and 7.310 for foreign ingestion events. The tests show no difference in ingestion rates between engines after adjusting for area for the United States events; however, the test for foreign events is significant at the five percent level of significance indicating that the area adjustment does not fully explain the observed difference in engine ingestion rates for foreign events.

A second school of thought suggests that the relationship between engine size and ingestion rate is described better as a linear function of inlet diameter than as a linear function of inlet area. A similar Z test can be computed by substituting inlet diameter for inlet area in Equation 4.5. The expected proportions of JT8D ingestion events after an adjustment for inlet diameter are P = 0.59 and P = 0.70 for the United States and foreign events, respectively. The test statistics are Z = -3.97 and Z = 1.95 for the United States and foreign events, respectively. The null hypothesis is that there is no difference in ingestion rates after ad.justing for inlet diameter and the conclusion of the test. is that there is no detectable difference at the five percent level of significance for the foreign events but is different for IJnited States events.

There appears to be an engine size effect on ingestion rates; however, it is not clear whether it is best described by inlet area or diameter. The inlet area provides a good fit for the United States ingestions but not the foreign rates while inlet diameter provides a good fit for foreign rates but not for United States rates. The discrepancy could be due to differences in collection rates between the geographic regions; however, there are no data that could be used to determine whether collection rates varied geographically.

SECTION 5 AIRPORT B I R D INGESTION EXPERIENCE

The o b j e c t i v e of t h e s t a t i s t i c s of t h i s s e c t i o n i s t o i d e n t i f y t h e frequency and l o c a t i o n of b i r d i n g e s t i o n even t s a t a i r p o r t s worldwide. An a i r c r a f t i n g e s t i o n event i s t h e s imultaneous i n g e s t i o n of one o r more b i r d s by one o r more engines of an a i r c r a f t . Bird i n g e s t i o n d a t a were provided by bo th t h e engine manufacturers and t h e ICAO. Ai rpor t i n g e s t i o n r a t e s a r e expressed i n t e r m s of a i r c r a f t i n g e s t i o n events per 1 0 K a i r p o r t ope ra t ions .

The OAG t a p e s i n d i c a t e t h a t t h e r e a r e 1,143 a i r p o r t s worldwide f o r which 17,821,706 B737 a i r p o r t ope ra t ions were scheduled dur ing t h e r e p o r t i n g per iod . Appendix A l i s t s t h e a i r p o r t code, a i r p o r t l o c a t i o n , and bo th t h e number of scheduled a i r p o r t ope ra t ions and number of a i r c r a f t i n g e s t i o n even t s a t t h e s e a i r p o r t s f o r each of t h e t h r e e yea r s i n t h e d a t a c o l l e c t i o n per iod . Bird i n g e s t i o n even t s were r epo r t ed a t only 345 of t h e s e a i r p o r t s . The OAG t a p e s show t h a t t h e r e were 12,805,445 scheduled a i r p o r t ope ra t ions a t t h e s e 345 a i r p o r t s over t h e 3-year pe r iod . There were a l s o b i r d i n g e s t i o n events repor ted by unscheduled B737 f l i g h t s a t 65 a d d i t i o n a l a i r p o r t s . These 65 a i r p o r t s a r e included i n Appendix A but t h e r e a r e no OAG ope ra t ions counts f o r them.

A complete summary of t h e a i r p o r t s having r epor t ed a i r c r a f t i n g e s t i o n even t s i s p resented i n Table 5 .1 a s a frequency count of worldwide b i r d i n g e s t i o n even t s by phase of f l i g h t . The ma jo r i t y of a i r c r a f t i n g e s t i o n events occur dur ing t akeo f f o r landing . This t a b l e sugges t s t h a t t h e t h r e a t of b i r d i n g e s t i o n i s posed p r i m a r i l y from b i r d s which l i v e n e a r t h e a i r p o r t and /o r whose migra tory p a t h c ros ses over o r n e a r t h e a i r p o r t p rope r ty .

F igure 5.1 i s a b a r c h a r t showing r epor t ed a i r c r a f t i n g e s t i o n even t s a t domestic a i r p o r t s dur ing t h e r e p o r t i n g pe r iod . There a r e 91 domestic a i r p o r t s a t which b i r d i n g e s t i o n even t s have been r epor t ed . The l a r g e s t number of a i r c r a f t i n g e s t i o n even t s r epo r t ed i n t h e United S t a t e s dur ing t h e 3-year per iod w a s 10 a t Da l l a s , Love (DAL) followed by 9 a t bo th Houston (HOU) and Los Angeles (LAX). Of t h e 304 a i r c r a f t i n g e s t i o n even t s r epo r t ed i n t h e United S t a t e s , 89 even t s occurred a t an unknown l o c a t i o n and they a r e ass igned t o t h e a i r p o r t code XUS on t h e b a r c h a r t . 1

Figure 5 .2 i s a b a r c h a r t showing r epor t ed a i r c r a f t i n g e s t i o n even t s a t f o r e i g n a i r p o r t s dur ing t h e r e p o r t i n g per iod . There a r e 318 f o r e i g n a i r p o r t s a t which b i r d i n g e s t i o n s have been r epor t ed . The l a r g e s t number of a i r c r a f t i n g e s t i o n even t s r epo r t ed abroad during t h e per iod i s 21 a t F rankfo r t , Germany (FRA) followed by 14 a t Amsterdam, Netherlands (AMS) . Of t h e 1,104 a i r c r a f t i n g e s t i o n even t s r epo r t ed o u t s i d e of t h e United S t a t e s , 265 even t s occurred a t an unknown l o c a t i o n and they a r e ass igned t o t h e a i r p o r t code XFO on t h e ba r c h a r t .

Table 5 .2 l i s t s a l l a i r p o r t s worldwide which experienced t h r e e o r more a i r c r a f t i n g e s t i o n even t s dur ing t h e r e p o r t i n g per iod . The a i r p o r t s a r e l i s t e d i n descending o r d e r of a i r p o r t ope ra t ions . The t a b l e i nc ludes t h e number of i n g e s t i o n e v e n t s , t h e number of scheduled OAG a i r p o r t o p e r a t i o n s , and t h e r a t e of a i r c r a f t i n g e s t i o n events pe r 10,000 a i r p o r t ope ra t ions . Unscheduled B 7 3 7 ope ra t i ons a r e not r e f l e c t e d i n t h e o p e r a t i o n s coun t s ,

whereas ingestion events occurring during either scheduled or uinscheduled operations are included in the event: counts. Therefore unscheduled B737 operations may account for the apparently higher ingestion rates.

The rates of bird ingestion events per aircraft operation summarized previously in Table 4 . l A are twice the rat:es of bird ingestion events per airport operation. The number of reported foreign bird ingestion events exceeds the number of reported domestic ingestion events by a factor of 3.6; however, the number of foreign airport operations is slightly less than the number of domestic airport operations. The rate of reported bird ingestions per airport operation is 4.3 times higher at foreign airports than at domestic airports. This implies that either (1) there are far less birds in the environment of domestic airports, possibly due to environmental control programs, or (2) foreign airline operators are much more conscientious and cooperative in reporting bird ingestions.

TABL

E 5.1

FREQUENCY COUNT OF AIR

CRAF

T IN

GEST

TON EVENTS BY AIR

PORT

AND

PH

ASE OF FLI

GHT

AIR

PO

R

----

--

AAE

ABCG

AB

Q

ACA

ADD

AD L

AD

Q

AE

P

AE

S

AGR

AJA

A

JU

AK

L A

LB

ALC

A

LG

ALY

AM

D AM

S AO

R AR

D A

SP

APPR

OAC

H --

----

--

I 1 1 1

TOTA

L --

----

--

ANN

ABA,

A

LGE

RIA

C

OO

LAN

GAT

TA,

AU

STR

ALI

A

ALBU

QU

ERQ

UE,

NM

, U

SA

ACAP

ULC

O,

ME

XIC

O

AD

DIS

ABA

BA,

ET

HIO

PIA

A

DE

LAID

E,

SA,

AU

STR

ALI

A

KO

DIA

K,

AS,

USA

BU

ENO

S A

IRE

S

- NE

WBE

RY,

AALE

SUN

D,

NORW

AY

AGR

A.

IND

IA

ARG

ENT

INA

AJA

C~

IO,

CORS

ICA,

FR

ANC

E AR

ACAJ

U,

BR

AZ

IL

AUC

KLAN

D,

NEW

ZE

ALAN

D

ALB

AN

Y.

NY

. U

SA

ALI

CA

N~

E,

SPAIN

A

LGIE

RS

, A

LGE

RIA

A

LEX

AN

DR

IA,

ARA

REP

O

F EG

YPT

AHM

EDAB

AD,

IND

IA

AMST

ERDA

M,

NET

HER

LAN

DS

ALO

R

SETA

R,

MA

LAY

SIA

AL

OR

, IN

DO

NE

SIA

A

LIC

E

SP

RIN

GS

, N

.T.,

A

US

TRA

LIA

AT

HEN

S,

GRE

ECE

ATL

AN

TA,

GA,

U

SA

AM

RIT

SA

R,

IND

IA

AU

STI

N,

TX,

USA

A

NTA

LYA

, TU

RKE

Y B

AH

RA

IN,

BA

HR

AIN

BH

UBAN

ESW

AR,

IND

IA

BAR

CEL

ON

A,

SP

AIN

VA

DODA

RA,

IND

IA

BELG

RAD

E,

YU

GO

SLA

VIA

B

LOE

MFO

NTE

IN,

SOUT

H A

FRIC

A

BE

LFA

ST,

N

. IR

ELA

ND

BE

RGEN

, NO

RWAY

B

AH

IA B

LAN

CA

, A

RG

EN

TIN

A

BIR

MIN

GH

AM

, A

L,

USA

BH

OPA

L,

IND

IA

BIR

MIN

GH

AM

, EN

GLA

ND

(U

K)

BE

LO H

OR

IZO

NTE

, B

RA

ZIL

B

AN

JUL,

G

AM

BIA

BA

HAR

D

AR,

ET

HIO

PIA

BA

NGKO

K,

THA

ILA

ND

BA

NG

ALO

RE,

IN

DIA

N

AS

HV

ILLE

, TN

, U

SA

BR

ISB

AN

E,

QLD

, A

US

TRA

LIA

BO

NN,

FRG

BO

RD

EAU

X,

FRAN

CE

BOUR

NEM

OUT

H,

ENG

LAN

D,

UK

BO

MBA

Y,

IND

IA

BODO

, NO

RWAY

BO

STO

N,

MA,

U

SA

BREM

EN,

FED

REP

OF

GER

MAN

Y B

RIS

TOL,

EN

GLA

ND

(U

K)

BRU

SSEL

S,

BE

LGIU

M

r\

ATH

tu

AT

L A

TQ

AUS

AY T

BA

H

BB I

BCN

BDQ

BE

G

BFN

B

FS

BGO

BH

I

BHM

BH

O

BHX

BHZ

BJL

B

JR

BK

K

BLR

BN

A BN

E BN

J BO

D BO

H BO

M

BOO

BO

S BR

E BR

S BR

U

AIR

PO

RT

- - - -

- - -

BUD

BUE

BW I

CAG

C

AS

CBR

CCR

CCU

CDG

C

FU

CGN

CGR

CHC

CID

C

JB

CJU

C

LE

CLT

CM

B CM

G CN

D C

NS

COK

COR

cos

CP H

CP

T CR

P CR

W

CTC

C

TU

CUB

CWL

CZL

D

AB

DA

L DA

Y DC

A D

EL

DEN

D

ET

DFW

D

LH

DR W

D

TMB

DTT

A

DTW

D

UB

DUD

DUR

DU

S EA

M

EB

CI

EBO

S ED

I

TABLE 5

.1 (CONTINUED)

FREQUENCY COUNT OF AIR

CRAF

T IN

GEST

ION EVENTS BY AI

RPOR

T AND

PHAS

E OF F

LIGH

T

AIR

PO

RT

DE

FIN

ITIO

N

BUD

APES

T,

HUNG

ARY

BUEN

OS

AIR

ES

, A

RG

EN

TIN

A

BA

LTIM

OR

E,

MD,

U

SA

C

AG

LIA

RI,

IT

ALY

C

ASAB

LAN

CA,

M

ORO

CCO

C

ANBE

RR

A,

A.C

.T,

AUTS

TRAL

CO

NCO

RD,

CA,

USA

C

ALC

UTT

A,

IND

IA

PA

RIS

DE

GAU

LLE,

FR

ANCE

CO

RFU

. G

REEC

E i~

-B

ON

N:

FRG

RN

DE,

BR

AZ

IL

JRCH

, NE

W

ZEAL

AND

P

IDS

/IO

WA

C

ITY

, 10

, U

SA

- - - .

. . .

. . . .

- -

COIM

BATO

RE ,

l ND

I A

CH

EJU

, R

EP O

F KO

REA

CLE

VE

LAN

D,

OH,

U

SA

CH

AR

LOTT

E.

NC

. U

SA

- . . . . . - -

-

COLO

MBO

, ~

RI

~A

NK

A

CORU

MBA

. M

AT0

GRO

SSO

, B

RA

ZIL

--

-

- C

ON

ST

AN

~O, R

OM

ANIA

'

CA

IRN

S,

QLD

, A

US

TRA

LIA

C

OC

HIN

, IN

DIA

CO

RDO

BA,

AR

GE

NTI

NA

CO

LORA

DO

SP

RIN

GS

, CO

, U

SA

CO

PENH

AGEN

, DE

NMAR

K C

APE

TOW

N,

SOUT

H A

FRIC

A

CORP

US

CH

RIS

TI,

TX

, U

SA

CH

ARLE

STO

N,

WV,

U

SA

CAT

AMAR

CA,

A

RG

EN

TIN

A

CHEN

GDU

, P.

R.

CH

INA

C

UR

ITIB

A,

PAR

ANA,

B

RA

ZIL

C

AR

DIF

F,

WAL

ES,

UK

C

ON

STA

NTI

NE

, A

LGE

RIA

D

AYTO

NA

BEAC

H,

FL,

USA

LO

VE

DA

LLS

IFT

. W

ORT

H,

TX,

US

A

-. -

-

DAY

TON

, O

H,

USA

N

ATI

ON

AL.

W

ASH

ING

TON

, D

C,

US

A

DEL

HI,

INDI

A S

TAP

LETO

N

INT

'L,

DEN

VER

, CO

, U

SA

DE

TRO

IT

CIT

Y,

MI,

U

SA

DA

LLA

S/F

T W

ORT

H,

TX,

USA

DU

LUTH

; M

N,

US

A'

DAR

WIN

, N

.T.,

AU

STR

ALI

A

HA

BIB

BO

UR

GIB

A,

TU

NIS

IA

CAR

THAG

E,

TU

NIS

IA

WAY

NE

CO,

DE

TRO

IT,

MI,

U

SA

D

UB

LIN

, R

EP

UB

LIC

OF

IRE

LAN

D

DU

NE

DIN

, NE

W

ZEAL

AND

D

UR

BAN

. SO

UTH

AFR

ICA

D

UE

SS

E~D

OR

F, F

RG

NEJ

RAN

, S

AU

DI

AR

AB

IA

CH

AR

LER

OI/

GO

SS

ELI

ES

, B

ELG

IUM

O

OST

ENDE

, B

ELG

IUM

ED

INBU

RG

H,

SCO

TLAN

D

TAKE

OFF

----

----

I

1 1 1 2 4 4 1 1 3 5 1 3 1 3 1 !

2 1 2 1 1 4 3 1 1 1 2 1 2 5 2 2 2 1 1 1 6 7 1 3

TOTA

L - *

- -. . -

. 1 1 1 1 3 3 1 7 12

2 2 3 8 1 4 1 3 4 1 2 1 2 3 1 1 4 3 1 1 1 2 2 2 1 2 10 4 1 8 4 1 2 1 1 2 1 1 3 1 6 16 1 1 1 5

TABL

E 5

.1 (CONTINUED)

FREQUENCY COU

NT OF AIR

CRAF

T INGESTION EVENTS BY AIR

PORT

AND PHASE OF FLIGHT

A1 R

PORT

A

IRP

OR

T D

EF

INIT

ION

--

----

- -------------------------------.-

-

PAR

KED

T

AX

I TA

KEO

FF

CLI

MB

--

--.-

--

.-------

-.-.

__

_-

______

_ C

RU

ISE

AP

PRO

ACH

LAN

DIN

G

UNKN

OW

N --

----

-- --

-.-.

--

...-

.---

--

.--.

__

TO

TAL

----

--.-

1 2 1 I 1 5 4 1 4 1 1 1 4 2 1 2 1 1 1 1 3 1 2 1 1 1 1 2 1 1 2 2 1 2 2 3 2 1 1 1 1 1 4 15 1 1 1 1 9 1 8 2 3 5 1

GU

TER

SLO

H,

GER

MAN

Y TE

ES

-SID

E,

ENG

LAN

D

CORK

, IR

ELA

ND

SH

ANW

ICK,

IR

ELA

ND

E

L PA

SO,

TX,

USA

E

AS

T LO

NDO

N,

SOUT

H A

FRIC

A

EA

ST

MID

LAN

DS

, EN

GLA

ND

E

RIE

, PA

, U

SA

NEW

ARK,

NE

W

YORK

, NY

, U

SA

BUEN

OS

AIR

ES

-EZ

EIZ

A A

RPT

, A

RG

EN

TIN

A

D.F

.MA

LAN

, S

. A

FRIC

A

FARO

E IS

LAN

DS

, DE

NMAR

K FA

RO,

POR

TUG

AL

FRES

NO

, C

A,

USA

W

IND

HO

EK,

STR

IJD

OM

, N

AM

IBIA

DA

V

INC

I,

ROM

E,

ITA

LY

FT

LAU

DER

DAL

E,

FL,

USA

FL

OR

IAN

OP

OLI

S,

BR

AZ

IL

FORM

OSA

, A

RG

EN

TIN

A

IVA

TO,

MAD

AGAS

CAR

FUN

CH

AL

- M

AD

EIR

A,

POR

TUG

AL

FLI

NT

, M

I,

USA

FR

ANKF

UR

T,

FRG

F I GA

R I, F

RANC

E P

RIN

CE

C

HAR

LES,

ZI

MBA

BWE

YAM

AGAT

A,

HONS

HU,

JAP

AN

G

AU

HA

TI,

IND

IA

GO

VERN

ORS

HA

RBO

UR,

BAH

AMAS

G

UAL

EGU

AYC

HU

, A

RG

EN

TIN

A

RIO

DE

JAN

EIR

O

INT

'L,

BR

AZ

IL

GLA

SGLO

W,

SCO

TLAN

D

BOU

KHAU

F,

MO

ROCC

O

GEN

OA,

IT

ALY

G

OA.

IN

DIA

EDUO

EG

NV

EIC

K

E I NN

E

LP

ELS

EM

A ER

I

EWR

EZE

FA

CT

FAE

FA

0 FA

T FA

WH

FCO

F

LL

FLN

FM

A FM

MI

FNC

FNT

FRA

FSC

FV

CP

GAJ

G

AU

GHB

G

HU

GIG

G

LA

GM

TT

G OA

GO

I

GOT

GRZ

G

SO

GSP

G

VA

GWL

H AC

H

AJ

HAM

HK

G

HKNA

HN

D HN

M

HW

H

RL

HYD

I AD

IA

H

I B

Z I NU

I SA

GO

THEN

BUR

G,

SWED

EN

GR

AZ,

AU

STR

IA

GREE

NSBO

RO/H

PT/W

IN-S

ALEM

, NC

, G

RE

EN

VIL

LE/S

PA

RTA

NB

UR

G,

SC,

U

GEN

EVA,

S

WliZ

ER

LAN

D

GW

ALIO

R,

IND

IZ

HA

CH

IJO

, Jl

MA

IS

LAN

D,

JAP

AN

HA

NOVE

R,

FED

REP

OF

GER

MAN

Y HA

MBU

RG,

FRG

HO

NG K

ONG

, HO

NG K

ONG

JO

MO

KEN

YATT

A,

NA

IRO

BI,

KE

NYA

TO

KYO

-HAN

EDA,

JA

PA

N

HANA

, M

AU

I,

HA,

USA

HO

USTO

N,

TX,

USA

H

AR

LIN

GE

N,

TX,

USA

H

YDER

ABAD

. IN

DIA

USA

S A

NAU

RU

; R

EP O

F N

AUR

U

MO

UNT

ISA

, Q

LD,

AU

STR

ALI

A

TABLE 5

.1 (CONTINUED)

FREQUENCY

COUNT OF AIRCRAFT

INGE

STIO

N EVENTS BY AIR

PORT

AND PH

ASE OF FLIGHT

PAR

KED

T

AX

I TA

KEO

FF

CLI

MB

C

RU

ISE

AP

PRO

ACH

LA

ND

lNG

UN

KNO

WN

TOTA

L -

----

----

__

_-_-

-- ___

_____

__

_._

__

_

__

__

__

..

______

__ _

__

__

.__

_

._..

__

_

__

.__

...

AIR

PO

RT

- - - -

- - -

! SG

I S

P I T

O

I VC

IX

B

I XC

I X

E IX

J

!XR

I XU

I x

v 1

x2

JA

I J A

X JD

H

JNB

JRH

JR

O

KCH

KE

F

KGS

KHH

KH I

KIM

KM

G KO

A K

OJ

KRP

KRT

KST

KTM

K

UL

LAS

LA

X

LBB

L C

A LD

E LE

AM

LEG

E LE

MG

LE

MH

LE

RS

i E

X LF

BO

L G

A LG

G

LGR

P LG

RX

LGSK

LG

W

LHE

LHR

L

IH

LIL

L I N

!SH

IGA

KI .

JAP

AN

,

, HI

LO

HAW

AII,

HA,

US

A

INV

ER

CA

RG

ILL,

NE

W

ZEA

LAN

D

BAG

DOG

RA.

IND

IA

MAN

GAL

ORE

; IN

DIA

JAM

MU

. IN

DIA

RA

NCH!

,-IND

IA

AUR

ANG

ABAD

, IN

DIA

AL

ON

G.

IND

IA

. .-

-

POR

T LA

IR-A

NDAM

AN I

SLAN

D,

INDI

A JA

IPU

R,

IND

IA

JAC

KS

ON

VIL

LE,

FL,

USA

JO

DH

PUR

, IN

DIA

JO

HAN

NES

BUR

G,

SOUT

H A

FRIC

A

JOR

MAT

, IN

DIA

K

ILIM

AN

JAR

O,

TAN

ZAN

IA

KU

CH

ING

, SA

RAW

AK,

MA

LAY

SIA

R

EY

KJA

VIK

-KE

FLA

VIK

, IC

ELA

ND

KO

S.

GRE

ECE

KAO~

SIUN

G,

TAIW

AN

KA

RA

CH

I,

PA

KIS

TAN

K

IMB

ER

LEY

, SO

UTH

AFR

ICA

KU

NM

ING

, P.

R.

CH

INA

KO

NA,

HA,

USA

KA

GO

SHIM

A,

JAP

AN

KA

RU

P,

DENM

ARK

KHAR

TOUM

, SU

DAN

K

OS

TI,

SU

DAN

KATH

MAN

DU

, N

EP

AL

KU

ALA

LU

MPU

R,

MA

LAY

SIA

LA

S V

EGAS

, NV

, U

SA

LOS

AN

GEL

ES,

CA,

USA

LU

BBO

CK,

TX

, U

SA

LAR

NAC

A,

CYP

RU

S LO

UR

DES

/TAR

BES,

FR

ANC

E A

LME

RIA

, S

PA

IN

CO

STA

BRAV

A,

SP

AIN

M

ALAG

A,

SP

AIN

M

ENO

RCA,

S

PA

IN

REU

S,

SP

AIN

LE

XIN

GTO

N,

KY,

USA

BL

AGN

AC,

FRAN

CE

NEW

YO

RK

LA G

UA

RD

IA,

NY,

U

SA

LIE

GE

, B

ELG

IUM

P

AR

AD

ISI,

G

REEC

E AR

AXO

S,

GRE

ECE

SK

IATH

OS

, G

REEC

E LO

ND

ON

-GA

TWIC

K,

ENG

LAN

D

LAH

OR

E,

PAKI

STAN

iO

ND

ON

HE

ATHR

OW

, EN

GLA

ND

, (U

K)

LIH

UE

, K

AU

AI,

HA

, U

SA

LIL

LE

, FR

ANC

E M

ILA

N L

INA

TE

, IT

ALY

TABL

E 5.1 (C

ONTI

NUED

)

FREQ

UENC

Y CO

UNT

OF A

IRCR

AFT

INGE

STIO

N EV

ENTS

BY A

IRPO

RT AND

PH

ASE

OF FLIGHT

AIR

PO

RT

DE

FIN

ITIO

N

PAR

KED

T

AX

I TA

KEO

FF

CLI

MB

C

RU

ISE

AP

PRO

ACH

LAND

lNG

UN

KNO

W

TOTA

L ..

....

....

....

....

....

....

....

....

___

_____

___-

-___

__

__

-_

..

-_--

----

--.

---.

- .-

-.--

--

--I----- ----

.---

-I------

CH

ICA

GO

-O'H

AR

E,

IL,

USA

N

OR

FOLK

-VA

. BE

ACH

, VA

, U

SA

PA

RIS

- O

RLY

AR

PT,

FRAN

CE

OSL

O,

NORW

AY

PA

TNA

, IN

DIA

PE

DR

O B

AY,

AS,

USA

PO

RTL

AND

, O

R,

USA

B

EIJ

IN.

P.

R.

CH

INA

ORD

OR

F

ORY

0

s L

PAT

PD B

PD

X P

EK

PE

N

PER

P

HL

PHX

PIE

P

LZ

PME

PM I

PMO

PM

R DN

A P

SA

P

TY

PUY

PVD

PV

H

PV

K

PWM

QTV

R

AP

RBA

RE

C R

ES

RKP

C

RNO

RO

A RO

C RO

K R

ST

RU H

SA

B S

AL

SAN

S A

0

SAT

SAV

SCC

SCN

SD F

S

DJ

SFN

S

F0

SH I

SJC

S

LA

SLC

S

LL

PEN

ANG

; M

ALAY

SIA

PER

TH,

WA,

A

US

TRA

LIA

PH

ILAD

ELPH

IA/W

ILMI

NGTO

N,

PA

, U

SA

PH

OE

NIX

, AZ

, U

SA

TA

MP

A-S

T.

PETE

RSB

UR

G,

FL,

USA

PO

RT

ELI

ZAB

ETH

, SO

UTH

AFR

ICA

PO

RTSM

OUT

H,

UK

PALM

A M

ALLO

RC

A IS

LAN

D,

SP

AIN

PA

LER

MO

, IT

ALY

PA

LMER

STO

N,

NEW

ZE

ALAN

D

PAM

PLO

NA,

S

PA

IN

PIS

A,

ITA

LY

PAN

AMA

CIT

Y,

PANA

MA

PU

LA,

YU

GO

SLA

VIA

P

RO

VID

EN

CE

, R

I,

USA

P

OR

T0 V

ELH

O,

BR

AZ

IL

PR

EV

EZA

/LE

FKA

S,

GRE

ECE

POR

TLAN

D,

ME,

U

SA

TRE

VIS

O,

ITA

LY

RA

PID

CIT

Y,

SD,

USA

R

ABAT

, M

ORO

CCO

R

EC

IFE

, B

RA

ZIL

R

ES

ISTE

NC

IA,

AR

GE

NTI

NA

C

HEN

JU,

KOR

EA

RENO

, NV

, U

SA

ROAN

OKE

, V

A,

USA

R

OC

HES

TER

, N

Y,

USA

RO

CKHA

MPT

ON,

Q

LD,

AU

STR

ALI

A

RO

CH

ESTE

R,

MN,

U

SA

RIY

AD

H,

SA

UD

I A

RA

BIA

SA

BA,

NET

H.

AN

TIL

LES

SA

N

SALV

ADO

R,

EL

SALV

ADO

R

SAN

DIE

GO

, CA

, U

SA

SAO

PA

ULO

, B

RA

ZIL

SA

N A

NTO

NIO

, TX

, U

SA

SAVA

NN

AH,

GA,

U

SA

PR

UDHO

E BA

Y,

DEA

DH

OR

SE,

AS,

SAAR

BRU

ECKE

N,

FRG

LO

UIS

VIL

LE,

KY,

USA

S

EN

DA

I,

JAP

AN

SA

NTA

FE

, A

RG

EN

TIN

A

SAN

FR

AN

CIS

CO

-OA

KLA

ND

, C

A,

I S

HIM

OJI

SH

IMA

, JA

PA

N

SAN

JO

SE,

CA,

US

A

SA

LTA

, A

RG

EN

TIN

A

SA

LT

LAK

E C

ITY

, U

T,

US

A

SA

LALA

H,

OM

AN

US

A

JSA

TABLE 5

.1 (CO

NTIN

UED)

FR

EQUE

NCY

COUN

T OF

AIR

CRAF

T IN

GEST

ION

EVEN

TS BY A

IRPO

RT A

ND PH

ASE

OF F

LIGH

T

SLZ

SM

F

SM I

SNA

SRQ

S

TN

ST

0 ST

R

STV

SV

G

svo

SXR

SYD

SYR

SZG

TB

T T

CI

TFS

TG

D T

IP

TLS

TL

V

TNG

T P

A TR

D TR

N TR

V TS

F TS

V

TT

J TU

C TU

L TU

N TV

L TX

L UD

R U

ET

UTN

V

AK

J VC

E VD

M

VIE

VN

S

VOTR

V

TZ

WAU

W

BSB

UD H

U

LG

X FO

XM

N XR

Y XU

S YA

M

Y CG

SAD

LU

IZ,

MAR

ANHA

O,

BR

AZ

IL

SACR

AMEN

TO,

CA,

USA

SA

MO

S IS

LAN

D,

GRE

ECE

ORA

NGE

COUN

TY,

CA,

USA

SA

RAS

OTA

/BR

ADEN

TON

, FL

, U

SA

LON

DO

N-S

TAN

STED

, EN

GLA

ND

, U

K

STO

CKHO

LM,

SWED

EN

STU

TTG

ART,

FR

G

SUR

AT,

IND

IA

STAV

ANG

ER,

NORW

AY

MO

SCO

W-S

HERE

MET

YE,

U.S

.S.R

. SR

INAG

AR,

IND

IA

SYD

NEY

, N.

S.W

., A

US

TRA

LIA

SY

RAC

USE

, N

Y,

USA

SA

LZBU

RG

, A

US

TRIA

TA

BA

TIN

GA

, B

RA

ZIL

TE

NE

RIF

E,

CANA

RY

IS.

TEN

ER

IFFE

-RE

INA

SO

FIA

, C

ANAR

Y TI

TOG

RAD

, Y

UG

OS

LAV

IA

TR

IPO

LI,

LIB

YA

TO

ULO

USE,

FR

ANC

E TE

L A

VIV

-YA

FO,

ISR

AE

L TA

NG

IER

, M

ORO

CCO

TA

MPA

/ST

PETE

RSB

UR

G,

FL,

USA

TR

ON

DH

EIM

, NO

RWAY

TU

RIN

, IT

ALY

TR

IVAN

DR

UM

, IN

DIA

TR

EV

ISO

, IT

ALY

TO

WN

SV

ILLE

Q

LD,

AU

STR

ALI

A

TOTT

OR

I,

JAPA

N TU

CUM

AN,

AR

GE

NTI

NA

TU

LSA,

O

K,

USA

TU

NIS

, T

UN

ISIA

LA

KE

TAH

OE,

CA

, U

SA

WES

T B

ER

LIN

, G

ERM

ANY

UD

AIP

UR

, IN

DIA

Q

UET

TA,

PA

KIS

TAN

U

PIN

GTO

N,

SOUT

H A

FRIC

A

KHAJ

UR

AHO

, IN

DIA

VA

LVER

DE,

CA

NARY

IS

LAN

DS

V

IED

MA

, A

RG

EN

TIN

A

VIE

NN

A,

AU

STR

IA

VA

RA

NA

SI,

IND

IA

TIR

UC

HC

HIR

AP

PA

LLI,

IN

DIA

VI

SHAK

HAP

ATN

AM,

IND

IA

WAR

SAW

, PO

LAN

D

BR

UN

EI

INT

L,

MA

LAY

SIA

W

IND

HO

EK,

NA

MIB

IA

WEL

LIN

GTO

N,

NEW

ZE

ALA

ND

UN

KNO

WN

FOR

EIG

N A

IRP

OR

T X

IAM

EN

, P

. R.

C

HIN

A

JER

EZ

DE

LA

FR

ON

TER

A,

SP

AIN

UN

KNO

WN

USA

AIR

PO

RT

SA

ULT

S

TE M

AR

IE,

ONT

., C

ANAD

A C

ASTL

EGAR

, BC

, C

ANAD

A

ISLA

ND

TAB

LE

5.1

(C

ON

CLU

DED

)

FREQ

UEN

CY

C

OU

NT

O

F A

IRC

RA

FT I

NG

EST

ION

EV

ENTS

BY

AIR

POR

T A

ND

PH

ASE

O

F F

LIG

HT

A1 R

PORT

AI

RPO

RT

DE

FIN

ITIO

N

PAR

KED

T

AX

I TA

KEO

FF

CLI

MB

CRUl S

E AP

PRO

ACH

LAN

DIN

G

UNKN

OWN

TOTA

L ___

____

....

....

....

....

....

....

....

....

..

______

__ __

-_--

-- ___

_____

.-...... ..

....-. ..

.I.._

_ -..-.I.-

Y HY

YH

Z YK

A YL

W

YMM

Y o

w YQ

B YQ

R YQ

T Y S

M

YUL

YVO

Y V

Q YV

R YW

G YX

D Y

XJ

YXS

YYC

Y

YJ

YYT

YYZ

YZF

Y ZP

ZRH

ZT

H

-0-

HAY

R

IVE

R,

NU

T,

CANA

DA

HA

LIFA

X,

NS,

C

ANAD

A KA

MLO

OPS

, BC

, C

ANAD

A KE

LOW

NA,

BC,

CAN

ADA

FT M

CMUR

RAY,

AL

TA,

CAN

OTT

AWA,

O

UT

CAN

ADA

QUE

BEC,

---, .

REG

INA,

SA

SK,

CAN

ADA

THUN

DER

BAY

ONT

, CA

N!

FT

S

MIT

H

M~

T.

CAN

ADA

- . . .

- . . . . . . . . .

QUE~ CAN

ADA

AD

A

. ,

-. ..,

.-

.-

MO

NTR

EAL,

Q

UE

~E

C,

CAN

ADA

VA

L D

'OR

, Q

UE,

CAN

ADA

NORM

AN

WEL

LS,

NU

T,

CAN

ADA

VANC

OUV

ER,

BC,

CAN

ADA

WIN

UIP

EG

. M

AN.

CAN

ADA

. . - . .

. - .

ED

MO

NT

OK

MU

NI

~IP

AL

, AL

BER

F

T

ST

JOH

N.

BC.

CAN

ADA

. .

-. -

- PR

INCE

G

EO

~GE

, ' B

C,

CAN

ADA

CAL

GAR

Y,

ALBE

RTA

, CA

NADA

V

ICTO

RIA

, BC

, C

ANAD

A ST

JO

HN

S,

NFL

D,

CANA

DA

TORO

NTO

, O

NTA

RIO

, C

ANAD

A YE

LLO

WKN

IFE,

N

UT,

C

ANAD

A SA

NDSP

I:,

BC,

CAN

ADA

ZUR

ICH

, SW

ITZE

RLA

ND

ZA

KIN

THO

S,

GRE

ECE

AIR

POR

T UN

KNOW

N

CAN

ADA

AIR

PO

RTS

WIT

H K

NOW

N IN

GE

STI

ON

S

sag me 008 )rOB HOB a00 rN0 3N0 Me me llm

BRU BUD BUE CAG CAS CBR CCU CDG CFU CGN CGFa cw CJB CJU CMB CMG CND CNS

CS

AIRCRAFT INGESTION EVENTS

DUB I

DUS EAM


LTBS LTN U(R UCS LYS MA MAD MAH MAN MW MDQ MED MEL MGA MIL MLA MUL MW MUC lrRVD

7 MXP 0 NAP

NCE " NCL

NGO NUE

go q OPRN 0 x OSL

PAT PEK PEN PER PU PME PMI PMO PMR PNA PSA PIY PW mM PVK

YKA nw WM YOW vPB mR YOT YSM WL WO WQ WR WG YXD YXI YXS WC WJ m- WZ YZF YZP ZRH m


Airport

Code

----

---

W:

DEN

C LT

S FO

ORD

Elm

HOU

LHR

DA5

S LC

FRA

YYZ

MDW

DAY

MUC

PHL

I AH

CLE

S J C

WR

SAT

LG A

BRU

AUS

DU S

YI'C

MSY

AM

S CDG

TU

L

HAM

OAK

WLG

DUB

SYD

AKL

MEL

CHC

LGW

WL

ORF

SMF

STR

PDX

SVG

LIH

DEL

BOM

JNB

MAF

YWG

ZRH

CPH

PLZ

TABLE 5.2 AIRPORT BIRD INGESTTON RATES

(3 3r More Aircraft Ingestion Events)

Ingestion

Ingestion Rate

Events

Events/lOK Ops

- - -

- - -

- - -

____

____

____

_-

TABLE 5.2 (CONCLUDED) AIRPORT BIRD INGESTION RATES

(3 Or More Aircraft Ingestion Events)

Airport

Airport

Ingestion

Ingestion Rate

Code

Operations

Events

Events/lOK Ops

Airport Location

- - -

- -

- -

--

--

--

--

--

- -

- - -

- - -

- --

----

----

----

Hi h

qropo~tion of unscheduled operations prevents calculation of meaningful ingestion rate.

~n%erlned in estlon rate

Does not incfude airport; whose rates are flagged with asterisks.

SECTION 6 ENGINE DAMAGE DESCRIPTION

The type of damage incur red by wel l -def ined engine b i r d i n g e s t i o n even t s i s u s e f u l i n r e f i n i n g b i r d c e r t i f i c a t i o n t e s t c r i t e r i a t h a t could l e a d t o improved engine des ign . I n gene ra l , t h r e e parameters a r e used t o d e s c r i b e engine damage and f a i l u r e . The f i r s t i s t h e rype of damage incu r red , t h e second i s whether o r no t t h e engine f a i l e d and t h e t h i r d i s a d e s c r i p t i o n of t h e crew a c t i o n taken dur ing t h e engine i n g e s t i o n event . The f i r s t p a r t of t h i s s e c t i o n provides d e s c r i p t i o n s of t h e types of damage incu r red du r ing t h e s tudy , t h e r e l a t i o n s h i p s between engine damage and b i r d weight , engine damage and phase of f l i g h t , engine damage and a i r c r a f t a i r speed , engine damage and m u l t i p l e engine and m u l t i p l e b i r d involvement, and t h e types of crew a c t i o n s implemented a s a r e s u l t of t h e b i r d i n g e s t i o n . The second p a r t d e s c r i b e s t h e s t a t i s t i c a l . a n a l y s i s of t h e r e l a t i o n s h i p between b i r d weight and t h e l i k e l i h o o d of damage occurr ing i n an engine i n g e s t i o n event . The t h i r d p a r t of t h i s s e c t i o n provides e s t ima te s of t h e p r o b a b i l i t i e s of a crew a c t i o n o r a n engine shutdown. The f o u r t h p a r t d e s c r i b e s t h e engine f a i l u r e s t h a t were due t o b i r d i n g e s t i o n s .

6 .1 ENGINE-DAMAGEAND CREW ACTION DESCRIPTIONS.

Tlle t ypes of damage t h a t were i d e n t i f i e d i n t h e d a t a base were grouped i n t o 1 4 c a t e g o r i e s which a r e def ined i n Table 6 . 1 . Within t h e 3-year d a t a c o l l e c t i o n per iod a l l 14 of t h e c a t e g o r i e s occurred. Tabula t ions of t h e occurrences of combinations of damage c a t e g o r i e s a r e presented i n Table 6 . 2 . The t r i a n g u l a r t o p p o r t i o n of t h e t a b l e provides t a l l i e s of co-occurrences f o r a l l p a i r s of damage c a t e g o r i e s . The number i n t h e top p o r t i o n r e p r e s e n t s t h e number of engine i n g e s t i o n events i n which both t h e row damage and t h e column damage occurred. Tlie events i n which more than two types of damage occurred were a l s o inc luded i n t h e t a l l i e s of t h e t o p p o r t i o n of Table 6 .2 . There were 39 events i n which t h r e e types of damage occurred , 101 events i n which two types of damage occurred and 314 events w i t h a s i n g l e type of damage.

There a r e i n s u f f i c i e n t d a t a i n t h e top p o r t i o n of Table 6.2 t o make any s t r o n g s t a t emen t s about c o r r e l a t i o n s bet-ween types of damage. There i s some i n d i c a t i o n t h a t bent and dented f an b l ades accompany c o r e damage and broken and sh ing led f a n b l ades and t h a t l ead ing edge f a n b lade damage accompanies f a n b lade s h i n g l i n g ; however, t h e s e t r e n d s cannot be s t r o n g l y s u b s t a n t i a t e d because of t h e smal l amount of da t a . The observed t r e n d s could provide t h e s t a r t i n g po in t f o r f u r t h e r i n v e s t i g a t i o n s i n t o t h e damage mechanisms of b i r d i n g e s t i o n s .

The bottom h a l f of Table 6.2 provides t a l l i e s of t h e number of engine i n g e s t i o n even t s i n which each damage ca tegory was t h e only type of damage and t h e t o t a l number of even t s t h a t involved each of t h e damage c a t e g o r i e s . Fewer than t h r e e bent and dented b l ades , sh ing led b lades and n a c e l l e and s p i n n e r damage seem more l i k e l y t o occur by themselves t han o t h e r t ypes of damage. When more than t h r e e b lades a r e bent o r dented t h e r e i s a much h ighe r chance t h a t some o t h e r t ype of damage w i l l a l s o occur . A s w i t h t h e t r e n d s i d e n t i f i e d i n t h e top p o r t i o n of Table 6.2, t h e r e i s i n s u f f i c i e n t evidence t o s t r o n g l y s u b s t a n t i a t e t h e s e t r e n d s .

TABLE 6 . 1 DEFINITION OF E N G I N E DAMAGE CATEGORIES

DAMAGE CATEGORY

TRVS FRAC

CORE

FLANGE

TURBINE

BE/DE>3

TORN>lO

BROKEN

SPINNER

RELEASED

TORN< 1 0

SHINGLED

NACELLE

LEAD - EDG

BEN/DEN

SEVERITY LEVEL

Severe

Severe

Severe

Severe

Moderate

Moderate

Moderate

Moderate

Moderate

Mild

Mild

Mild

Mild

Mild

DAMAGE DEFINITION

Transverse f r a c t u r e - f an b lade broken chordwise ( a c r o s s ) and p i e c e l i b e r a t e d ( inc ludes secondary hard o b j e c t damage).

Bent/broken compressor blades/vanes, blade/vane c l a s h , blocked/disrupted a i r f l o w i n l o w , in te rmedia te , and high p r e s s u r e compressors.

Flange separa t ions .

Turbine damage.

More than t h r e e f a n b lades ben t o r dented.

More than t e n t o r n fan b lades .

Broken fan b lades , l ead ing edge and/or t i p p i e c e s missing, o t h e r b lades a l s o dented.

Dented, broken, o r cracked sp inner ( inc ludes sp inner c a p ) .

Released (walked) fan b lades (b lade r e t e n t i o n mechanism broken) .

Ten o r fewer t o r n fan b lades .

Shingled ( t w i s t e d ) fan b lades .

D e n t s and/or punctures t o t h e engine enclosure ( i n c l u d e s cowl) .

T,eading edge d i s t o r t i o n / c u r l . .

One t o t h r e e fan b lades ben t o r dented.

TABLE 6.2 TY

PES OF D

AMAG

E CAUSED BY

BIRC INGESTIONS

TRVS

FRAC

--

----

--

11

CORE

CO

RE

- - - -

0

FLAN

GE

TUR

BIN

E

BRO

KEN

SP

INN

ER

RE

LEA

SE

D

SH

ING

LED

NA

CE

LLE

LEAD

-EDG

BEN

/DEN

TOTA

L 29

48

2

3 80

2

70

1 11

6

159

7 64

15

1

Table 6.3 and 6.4 d e s c r i b e t h e r e l a t i o n s h i p between t h e weight of t h e inges t ed b i r d and r e s u l t i n g engine damage. Table 6.3 shows t h e number of bo th m u l t i p l e and s i n g l e b i r d engine i n g e s t i o n events a s w e l l a s t h e t o t a l number of even t s w i t h and wi thout r epo r t ed damage i n each s p e c i f i e d b i r d weight range where t h e b i r d was p o s i t i v e l y i d e n t i f i e d by an o r n i t h o l o g i s t . Engine damage summaries a r e shown i n Tables 6.4A f o r a l l engine i n g e s t i o n even t s , 6.4B f o r s i n g l e b i r d even t s , and 6.4C f o r m u l t i p l e b i r d events . These t a b l e s were made by t a l l y i n g t h e damage codes from t h e events shown i n Table 6 .3 i n each s p e c i f i e d b i r d weight range.

S ince many of t h e engine i n g e s t i o n events have m u l t i p l e damage c a t e g o r i e s , t h e t o t a l number of damage c a t e g o r i e s does no t equal t h e number of engine i n g e s t i o n events . Tables 6.4A, 6.4B, and 6.4C a l s o show t h e damage s u s t a i n e d by those engines t h a t were considered t o have f a i l e d due t o t h e b i r d inges t ion . (See s e c t i o n 6.4 f o r more informat ion on engine f a i l u r e . )

The amount of d a t a a v a i l a b l e i s i n s u f f i c i e n t t o draw any c o r r e l a t i o n s between t h e weight of t h e inges t ed b i r d and t h e type of damage t h a t occurs . However, Table 6.4A shows t h a t 56 pe rcen t of t h e i n g e s t i o n s (111) i n which t h e b i r d weighed l e s s than o r equal t o 24 ounces caused no damage. I n comparison only 17 percent of t h e b i r d s i nges t ed t h a t weighed more than 24 ounces caused no engine damage.

The r e l a t i o n s h i p between engine damage, phase of f l i g h t and a i r c r a f t a i r s p e e d is shown i n Tables 6.5 and 6.6. Table 6.5 d e p i c t s t h e r e l a t i o n s h i p between engine damage and phase of f l i g h t . Of t h e 1107 known phase of f l i g h t engine i n g e s t i o n even t s , 61 percent occurred on t akeo f f and climb and 37 pe rcen t occurred during approach and landing. Fo r ty - f ive pe rcen t of t h e engine i n g e s t i o n events t h a t took p l a c e during takeoff and climb r e s u l t e d i n engine damage; i n comparison, only 24 percent r e s u l t e d i n damage dur ing approach and landing . This sugges ts a r e l a t i o n s h i p between engine speed ( t h r u s t ) and b i r d i n g e s t i o n engine damage, s i n c e engine speed would t y p i c a l l y be h ighe r dur ing t akeo f f and climb than during approach and l and ing . However, engine speed o r power was r a r e l y r epo r t ed during t h e s tudy . I t should be noted t h a t 35 engine f a i l u r e s occurred dur ing t akeo f f and climb and only 2 engine f a i l u r e s occurred dur ing approach and landing.

Table 6.6 shows t h e number of engine i n g e s t i o n even t s and t h e number of damaging engine i n g e s t i o n s known t o have occurred below L40 knots a i r s p e e d and a t o r above 140 knots . The t a b l e a l s o shows t h e phase of f l i g h t t h a t t h e s e damaging engine i n g e s t i o n s occurred i n those a i r speed ranges. There were 13 percent (41 percent ve r sus 25 percent r e s p e c t i v e l y ) more engine i n g e s t i o n s t h a t r e s u l t e d i n engine damage a t o r above 140 knots a i r s p e e d than those t h a t occurred below 140 knots . It i s a l s o shown t h a t a s i g n i f i c a n t l y g r e a t e r number of damaging i n g e s t i o n s occurred dur ing takeoff and climb than dur ing approach and landing a t bo th a i r c r a f t a i r speed ranges.

Mul t ip l e engine and m u l t i p l e b i r d i n g e s t i o n eventls p r e s e n t t h e g r e a t e s t hazard t o a i r c r a f t . Table 6.7 shows t h e number of t h e s e event t h a t occurred . F i f t y - e i g h t a i r c r a f t had b i r d i n g e s t i o n s i n t o both engines dur ing t h e same even t , and twelve even t s r e s u l t e d i n damage t o bo th engines . There were a l s o twenty-nine events where m u l t i p l e b i r d s were inges t ed i n t o both engines ;

TABLE 6.3. TALLY OF POSITIVELY IDENTIFIED BIRD S P E C I E S BY WEIGHT RANGE AND EVENT TYPE

B i r d I d e r i t i f ications* T o t a1 S i n g l e

W e i g h t B i r d B i r d R a n g e ( o z . ) -- E v e n t s E v e n t s --

T o t a1 253 197

Mult i p l e B i r d E v e n t s

"One c o u n t e d f o r each engine inges t ion event

TABLE 6.4A. 737 AIRCRAFT ENGINE BIRD INGESTION DAMAGE SUMMARY (TOTAL BIRD EVENTS)"

Damage Severity - Category Bird Weight Range (oz.)

None 69 36 6 2 4 3

Damage Unknown 4 5 / 1 0

Other 0 311 0 1 6 0

Mild

Lead-Edg 3 6 2 11 1 Shingled 10 1112 1 1 BenlDen 1811 1011 3 1 Torn<3 0 1 0 1 Nacelle 1 0 0 2

Moderate

Re /De>3 6 813 2 12 0 Torn>3 0 0 0 0 Broken 711 612 2 11 Sll Spinner 0 0 0 0 Released 0 413 0 0

Severe

Trvs Frac 414 8 18 1 / 1 2 12 Core 312 917 21.2 21 1 Flange 0 111 0 1 11 Turbine 111 2 12 0 0

"Number of occurrences/number of occurrences when engine failed

TABLE 6.4B. 737 AIRCRAFT ENGINE BIRD INGESTION DAMAGE SUMMARY

M i l d

Moderate

Severe

Damage Categog

None

Damage Unknown

Other

Lead-Edg Shingled Ben/Den Torn<3 Nacelle

Be/De>3 Torn> 3 Broken Spinner Released

Trvs Frac Core Flange Turbine

( SINGLE

( 0<x58 )

5 6

3

0

2 7 13 0 1

3 0 5 0 0

313 312 0 111

BIRD EVENTS) 2

Bird Weig,ht Range ( o z . )

(8<x216) (16<x5 24) (24<x532) (32<x540)

*Number of occurrenceslnumber of occurrences when engine failed

TABLE 6.4C. 7 7 7 ATRCRAFT ENGINE B I R D INGESTION DAMAGE SUMMARY (MULTIPLE B I R D EVENTS)"

Damage S e v e r i t y C a t e ~ o r p -- Bird Weipht R a n ~ e ( o z a --

None 13 5 3 0 2 0

Damage Unknown 1 0 0

Other 0 0 0 0 2 0

Mild

Lead-Edg 1 2 1 Shingled 3 411 0 Ben/Den 5/ 1 2 1 Torn<3 0 0 0 Nacelle 0 0 0

Moderate

Be/De>3 3 5 12 0 Torn>3 0 0 0 Broken 211 0 0 Spinner 0 0 0 Released 0 3 12 0

Severe

Trvs Frac 111 414 0 Core O 6 15 O Flange 0 0 0 Turbine 0 212 0

*Number of occurrenceslnurnber of occurrences when engine f a i l e d

TABLE 6.5. PHASE-OF-FLIGHT (POF) ANALYSIS

Known POF Known POF Known POF Damaging Engine

A i r c r a f t Events / A i r c r a f t Events / F a i l u r e Engine Inges t i ons Engine I n g e s t ions Inges t i ons - (1054/1107) -. (3881406) - - _(37)-

Takeof f and Climb 6401674 289 / 300 3 5

Approaching and Landing 3871406 89/96 2

TABLE 6.6. AIRCRAFT AIRSPEED ANALYSIS

A i r c r a f t Airspeed

< 140 Knots

> 140 Knots -

A i r c r a f t Airspeed

< 140 Knots

r 140 Knots --

Known Speed Known Speed Known Speed Engine I n g e s t i ons , Engine I n g e s t i ons ,

Engine Inges t ions Takeoff And Climb Landing And Approach

Known Speed Damaging Engine Inpes t i ons (206)

116

9 0

Known Speed Damaging Engine I n g e s t i o n s , Takeoff

And Climb (159)

Known Speed Damaging Engine Inges t i ons , Landing And Approach (47)

38

9 ,

TABLE 6.7. MULTIPLE ENGINE AND MULTIPLE BIRD ANALYSIS

Engine A i r c r a f t Events / Damaeing Engine F a i l u r e Engine I n g e s t i o n i - I n p e s t i o n s I n g e s t i o n s

Mult i p l e Engine 581116 381 12% 2

Mul t ip l e Bi rd 1791208 79 9

S i n g l e Bird 123711260 489 2 1

*Ai rc ra f t even t s w h e r e more than one engine damaged

potentially the most hazardous bird ingestion condition an aircraft can encounter.

Table 6.7 also gives the number of engine ingestion events where more than one bird was ingested into the engine. Of the 208 multiple bird engine ingestions that occurred, 38 percent of the ingestions resulted in some engine damage. In comparison 39 percent of the engines that: ingested a single bird resulted in some engine damage. Four percent of the mutiple bird ingestions resulted in engine failures compared to three percent for single bird ingestions.

There were four types of crew action identified in connection with the aircraft ingestion events in the data base. An air turnback was performed in 128 of the events, the takeoff was aborted 129 times, a diversionary maneuver was performed 16 times and in 2 1 events the crew action was listed as other without specifying the type of action taken. There was no crew action taken in 719 of the aircraft: ingestion events for which a crew action entry was recorded, which is nearly 71 percent of the time. (One airplane crashed on takeoff.) The crew action should correspond to the phase of flight in which the event occurred. No change in the flight is usually required when an ingestion occurs during a landing maneuver. The aborted takeoffs and air turnbacks would most likely occur during takeoff and climb phases since there were practically no ingestions during the cruise phase. However, there were three air turnbacks as a result of a bird ingestion during the cruise phase.

One of the key questions that inspired the bird ingestion survey is the issue of what weight bird should be considered for certification test criteria. Two of the main issues in deciding what the certification bird size should be are (1) the likelihood of ingesting a bird of the certification size or larger and (2) the likelihood that damage will result from ingesting a bird of a specified weight. The issue of bird weights is discussed in Sections 3 and 7 while the probability of damage is the topic of this section.

The problem of relating bird weight to the probability of damage (POD) is similar to bio-assay experiments which try to predict the probability of a response as a function of dose size. The key elements of similarity are that the probability of success for a dichotomous (passlfail) trial is related to a continuous stimulus variable. In bird ingestions the dichotomous trial is whether or not damage occurs and the stimulus variable is the weight of the ingested bird.

Linear logistic analysis is the most commonly used method of analyzing the dosage-response type of data and has been used successfully in relating the probability of transparencies breaking as a function of projectile size in dealing with the problem of propwash blown gravel breaking helicopter windshields [ l o ] . The logistic distribution function is assumed to describe the relationship between the probability of damage and the bird weight in a linear logistic analysis. The logistic distribution function is 2iven by:

where w i s t h e b i r d weight , fl i s t h e weight w i t h a 50 percent chance of caus ing damage and i s a parameter t h a t i s r e l a t e d t o t h e s t eepness of t h e POD f u n c t i o n .

The e s t i m a t i o n of t h e f u n c t i o n g iven i n Equat ion 6.1 has been e x t e n s i v e l y s t u d i e d and t h e methods have been desc r ibed i n t h e l i t e r a t u r e [11 ,12 ] . The method of maximum l i k e l i h o o d provides t h e b e s t e s t i m a t e s f o r t h e type of d a t a i n t h e b i r d i n g e s t i o n s tudy s i n c e t h e r e a r e only a few i n g e s t i o n s a t each weight . The sof tware f o r e s t ima t ing he parameters of Equat ion 6.1 has been developed and e x t e n s i v e l y t e s t e d a t t h e UDRI [13] and v e r i f i e d by r e s e a r c h e r s a t o t h e r i n s t i t u t i o n s .

The types of damage were ca t egor i zed a s mi ld , moderate o r s eve re by t h e FAA. Table 6 .8 i t emizes t h e types of damage t h a t were inc luded i n each of t h e s e v e r i t y c a t e g o r i e s . Three d i s t i n c t ana lyses were conducted based on t h e s e v e r i t y r a t i n g s . The t h r e e ana lyses es t imated t h e p r o b a b i l i t y of any damage, t h e p r o b a b i l i t y of a t l e a s t moderate damage and t h e p r o b a b i l i t y of s eve re damage a s a func t ion of b i a s weight . F igures 6.1, 6.2, and 6.3 show t h e e s t ima ted POD func t ions along w i t h confidence bounds on t h e POD func t ions f o r t h e t h r e e ana lyses . Note t h a t t h e f i g u r e s a r e based on t h e weight of one inges t ed b i r d per even t , not t h e t o t a l weight of a l l b i r d s i nges t ed i n t h e case of a m u l t i p l e b i r d i n g e s t i o n event .

F igure 6.1 shows t h e p r o b a b i l i t y of any damage occu r r ing and inc ludes a l l t h r e e s e v e r i t y l e v e l s a s p o s i t i v e responses . The p r o b a b i l i t y of any damage occu r r ing r i s e s very s t e e p l y reaching 50 percent a t about 10.0 ounces and t h e curve l e v e l s o f f a t t h e 90 percent l e v e l a t about 120 ounces. The r e l a t i o n s h i p between b i r d weight and t h e p r o b a b i l i t y of any damage i s ve ry s t r o n g and r e s u l t s i n t h e confidence bound being c l o s e t o t h e mean t r e n d curve.

The p r o b a b i l i t y of moderate damage does no t r i s e q u i t e s o s t e e p l y and a d e f i n i t i v e weight c u t o f f between b i r d s t h a t cause damage and t h o s e t h a t do no t cause damage cannot be i d e n t i f i e d . The p r o b a b i l i t y of moderate damage reaches 50 percent a t 66 ounces and remains below 70 percent through t h e weight range c o l l e c t e d i n t h i s s tudy . The confidence bound shown i n F igure 6 .2 i s f u r t h e r from t h e mean t r end than t h e confidence bound i n F igure 6.1 because t h e t r e n d i n t h e p r o b a b i l i r y of moderate damage a s a func t ion of b i r d weight i s not a s s t r o n g a s t h e t r e n d i n t h e p r o b a b i l i t y of any damage.

The p r o b a b i l i t y of s eve re damage and i t s confidence bound a r e p l o t t e d i n F igure 6 .3 a s func t ions of b i r d weight . The p r o b a b i l i t y of s eve re damage i s much lower than t h e p r o b a b i l i t i e s of any damage o r moderate damage. A s a r e s u l t , t h e curves a r e much f l a t t e r and r i s e much more s lowly t h a n t h e curves i n F igu res 6.1 and 6.2. The p r o b a b i l i t y of severe damage remains below 35 percent through t h e weight range c o l l e c t e d i n t h i s s tudy .

The p r o b a b i l i t y of damage a n a l y s i s i s clouded by t h e poor b i r d i d e n t i f i c a t i o n r a t e s . The e s t ima ted POL) func t ions a r e l i k e l y t o be b i a sed toward h ighe r POD va lues s i n c e t h e r e was a l a r g e r p ropor t ion of b i r d s i d e n t i f i e d when engine damage occurred . The ex ten t of t h e b i a s cannot b e e s t ima ted a c c u r a t e l y .

TABLE 6.8 DAMAGE SEVERITY DEFINITIONS

SEVERITY LEVEL DAMAGE DEFINITION --

SEVERE Damage classified as severe. Achieved when reported DAMAGE damage category is TRVSFRAC, CORE, FLANGE, or TIJRBINE.

MODERATE Damage classified as moderate. Achieved when reported DAMAGE damage category is BE/DE>3, TORN>10, BROKEN, SPINNER,

or RELEASED AND no SEVERE damage has been reported.

MILD Damage classified as mild. Achieved when reported DAMAGE damage category is LEAD-EDG, BEN/DEN, TORN<10,

SHINGLED, or NACELLE E D neither SEVERE nor MODERATE damage has been reported.

0 Probablllty of Any Damage - - Lower Confldsnuo Bound

0.0 0 20 40 60 80 1 0 0 120 140 160 180 200

BIRD WEIGHT (OZ.) Figure 6 . 1 . Estimated POD Function f o r Any Damage with

the 95 Percent Confidence Bound.

- - - C C ~ - - -

.-c C - -

ProbabllHy of At Least Moderato Damagm - - Lower Canfldenco Bound

n

0 20 40 60 80 100 120 140 160 180 200 BlRD WEIGHT (OZ.)

Figure 6 . 2 . Estimated POD Function f o r Moderate o r Worse Damage with the 95 Percent Confidence Bound.

b 0.6 Pmbabfltty of Sewrra Damago s - - Lnwer Confldonce Bound

BlRD WEIGHT (OZ.) Figure 6 . 3 . Estimated POD Function f o r Severe Damage

with the 95 Percent Confidence Bound.

6 . 3 CREW ACTION AND-ENGINE SHUTDOWN PROBABILITIES.

Two o t h e r f a c t o r s t h a t r e l a t e t o t h e s e v e r i t y of engine damage a r e whether o r n o t a crew a c t i o n i s r equ i r ed and whether o r no t an engine was s h u t down a s a r e s u l t of t h e inges t ion . Table 6.9 l i s t s t h e c o n d i t i o n a l p r o b a b i l i t i e s t h a t a crew a c t i o n i s r equ i r ed given t h e s e v e r i t y of damage that: t h e engine i n c u r s . The p r o b a b i l i t y that: a crew a c t i o n i s requi red i n c r e a s e s w i t h t h e s e v e r i t y of engine damage a s expected. The t h i r d column of Table 6.9 con ta ins t h e upper 95 percent confidence bound on t h e c o n d i t i o n a l p r o b a b i l i t i e s g iven i n column two.

The formulae f o r t h e e s t ima te s of t h e c o n d i t i o n a l p r o b a b i l i t y of a crew a c t i o n g iven t h e engi.ne damage s e v e r i t y a r e :

A Tn Equat ions 6 .2 and 6.3, P i s t h e es t imated c o n d i t i o n a l p r o b a b i l i t y of a

crew a c t i o n , C i s t h e number of a i r c r a f t i n g e s t i o n even t s i n which a crew a c t i o n was taken and an engine s u s t a i n e d t h e give11 s e v e r i t y l e v e l , N, i s t h e number of a i r c r a f t i n g e s t i o n even t s i n which an engine s u s t a i n e d t h e g iven s e v e r i t y l e v e l and PCB i s t h e upper confidence bound on t h e c o n d i t i o n a l p r o b a b i l i t y . The cons t an t 1.645 i s der ived from t h e cumulative normal d i s t r i b u t i o n f u n c t i o n t o g ive a 95 percent: l e v e l of confidence.

An i n - f l i g h t engine shutdown occurred i n 46 of t h e 1,410 a i r c r a f t i n g e s t i o n e v e n t s ; which corresponds t o an es t imated p r o b a b i l i t y of an i n - f l i g h t engine shut.down given t h n t an inges t ion 11as occurred of 0.033 w i t h a 95 pe rcen t c o n f i d e n c ~ bor~r~d of 0.040h. The reason f o r t h e shutdown was n o t known i n 25 of t h e even t s . An involuntary shutdown occurred seven t imes . Excessive v i b r a t i o n p r e c i p i t a t e d t h e shutdown n ine times. The engine was s h u t down because of i n c o r r e c t engine p re s su re r a t i o t h r e e t imes , i n c o r r e c t engine parameter readings once, and h igh exhaust: gas temperature twice . I n f e r e n c e s about t h e causes of i n - f l i g h t shutdowns cannot be drawn because of t h e l a r g e p ropor t ion of shutdowns i n which t h e cause was n o t i d e n t i f i e d .

6 .4 ENGINE FAILURES.

Engine f a i l u r e s a r e important a r e a s t o cons ide r when ana lyz ing t h e s e engine b i r d i n g e s t i o n events . F o r t h e purpose of t h i s s tudy an engine f a i l u r e was considered t o have occurred when an engine was no t a b l e t o produce and main ta in usab le t h r u s t of a t l e a s t 50 percent f o r t h e use by t h e p i l o t of t h e a i r c r a f t . A t r a n s v e r s e f a n b lade f r a c t u r e and an invo lun ta ry engine i n - f l i g h t shutdown were considered t o be engine f a i l u r e s i n a l l c a s e s . Otherwise an engineer ing judgement was made based on t h e e x t e n t of engine damage, e f f e c t on f l i g h t , phase of f l i g h t , and any o t h e r f a c t o r s that: may have been provided i n t h e d e s c r i p t i o n of t h e evenL o r i n v e s t i g a t i o n summary.

TABLE 6 . 9

CONDITIONAL PROBABILITY O F CREW ACTION GIVEN THE ENGINE DAMAGE SEVERITY

PROBABILITY O F UPPER CREW ACTION CONFIDENCE

- ENGINE DAMAGE S E V E R I T Y P ( C A ) .- - BOUND

NO DAMAGE -139 -161

ANY DAMAGE - 2 8 9 - 3 2 9

AT LEAST MODERATE DAMAGE - 4 0 0 -48.7

SEVERE DAMAGE - 567 - 7 4 3

Table 6.10 provides a summary of some of t h e important d a t a c a t e g o r i e s f o r t h e engine i n g e s t i o n even t s t h a t r e s u l t e d i n an engine f a i l u r e . The c o n d i t i o n a l p r o b a b i l i t y of an engine f a i l u r e g iven t h a t an i n g e s t i o n has occurred is 0.029 w i t h a lower 95 pe rcen t confidence bound of 0.021. The lower confidence bound was c a l c u l a t e d us ing t h e Z s t a t i s t i c f o r p ropor t ions . The o v e r a l l engine f a i l u r e r a t e f o r t h e 737 a i r c r a f t due t o b i r d i n g e s t i o n was 0.005 f a i l t i r e s pe r t e n thousand a i r c r a f t ope ra t ions .

Table 6.10 shows t h a t a vo lun ta ry o r i n v o l ~ l n t a r y in- f l igh t : shutdown of t h e engine occurred i n 2 1 of t h e 42 engine f a i l u r e s . There was a l s o a power l o s s a s s o c i a t e d w i t h 89 pe rcen t of t h e engine f a i l u r e s where t h e r e was informat ion r epor t ed i n t h e power l o s s ca tegory . The most s i g n i f i c a n t cause of engine f a i l u r e s appears t o be t r a n s v e r s e f a n b l ade f r a c t u r e which caused 27 of t h e 42 engine f a i l u r e s .

Reviewing t h e b i r d t h r e a t d a t a f o r t h e s e engine f a i l u r e s shows t h a t t h e s p e c i e s of b i r d was i d e n t i f i e d and an es t imated weight was a v a i l a b l e i n only 28 of t h e 42 engine f a i l u r e even t s . The percentage of i d e n t i f i c a t i o n s i s t o o low t o a l low s t a t i s t i c a l i n f e r e n c e s about b i r d weights . The t r e n d f o r t h e weights t h a t a r e a v a i l a b l e i s t h a t t h e b i r d s i nges t ed i n f a i l u r e even t s a r e h e a v i e r t han t h e b i r d s i nges t ed i n a l l :. The mean of t h e weights f o r t h e b i r d s that: were i d e n t i f i e d i n f a i l u r e events i s 27.5 ounces which i s 10.3 ounces h e a v i e r t han t h e o v e r a l l mean. The h igher mean f o r t h e f a i l u r e even t s should be i n t e r p r e t e d a s a p o i n t e r t o a p o s s i b l e t r e n d t h a t should be i n v e s t i g a t e d f u r t h e r s i n c e t h e weight i d e n t i f i c a t i o n s a r e low.

Twenty-one of t h e engine f a i l u r e s were caused by t h e i n g e s t i o n of a s i n g l e b i r d and n ine were caused by t h e i n g e s t i o n of m u l t i p l e b i r d s . Th i s i s a much h ighe r percentage than t h e f r a c t i o n of a l l i n g e s t i o n even t s which involved m u l t i p l e b i r d s . This sugges ts t h a t engine f a i l u r e i s more l i k e l y i n c a s e s of m u l t i p l e b i r d i n g e s t i o n . Also, i n 7 of t h e 28 engine f a i l u r e s where t h e b i r d weight was known, t h e b i r d o r b i r d s weighed more than 2 pounds. However, 16 were caused by b i r d s t-hat weighed l e s s t han o r equa l t o 1 pound. Comparing t h i s w i t h t h e number of engine i n g e s t i o n s where t h e b i r d weight was known (Table 6 .3 ) , shows t h a t 18 percent and 9 pe rcen t of t h e engine i n g e s t i o n even t s r e s u l t e d i n engine f a i l u r e s when t h e b i r d weighed more t h a n 2 pounds and l e s s t han o r equa l t o 1 pound, r e s p e c t i v e l y .

Almost a l l of t h e f a i l u r e even t s occurred dur ing t akeo f f (33) w i t h two f a i l u r e s dur ing t h e cl imb, one dur ing t h e approach and one dur ing landing . The phase of f l i g h t was unknown i n f i v e of t h e f a i l u r e even t s . The engine l o c a t i o n was s p l i t almost i n ha l f w i t h 22 f a i l u r e s occu r r ing i n t h e l e f t engine and 20 i n t h e r i g h t .

TABLE 6.10. ENGINE FAILURE SUMMARY BY BIRD WEIGHT

Bird (02.) Number Damage Phase of Power In-Flight Weight of Birds Code -- Flight Loss - Shut down

1.5 1 A70 Takeoff Epr Dec Vibes

4 - 0 - - A71 --- --- ---

4.0 - - A717K Takeoff Compressor No

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Takeoff

Climb

---

Compressor

Compressor

Compressor

Compressor

Compressor

Yes

Compressor

---

Compressor

Compressor

Compressor

Compressor

None

Compressor

Spool Down

---

Epr Dec

No

Parameters

Voluntary

Vibes

Involuntary

Involuntary

Involuntary

---

-- -

E g t

Involuntary

Involuntary

No

No

Voltunt a ry

Involuntary

No

Yes

No

---

Crew Act ion

ATB

AT0

AT0

ATB

ATB

ATB

Crashed

Crashed

ATB

ATB

AT0

ATB

ATB

ATB

AT0

ATB

ATB

ATB

AT0

DIV

AT0

ATB

TABLE 6.10. ENGINE FAILURE SIJMMARY BY BIRD WEIGHT (Continued)

Takeoff

Takeoff

Takeoff

Takeoff

Approach

---

Climb

Takeoff

Takeoff

Takeoff

Compressor

Compressor

---

Compressor

Yes

Spool Down

Yes

Vibes

---

Yes

E P ~

---

Involuntary

Vibes

No

No

DIV

ATB

---

ATB

---

None

ATB

AT0

ATB

None

*Means more than one bird ingested hut the exact count is unknown.

Note: A description of the columns and column contents can be found in Appendix B.

SECTION 7 PROBABILITY ESTIMATES

This s e c t i o n provides a summary of t h e p r o b a b i l i t i e s of v a r i o u s b i r d i n g e s t i o n events . The p r o b a b i l i t y of an event i s a measure of t h e l i ke l ihood t h a t t h e event w i l l occur . The p r o b a b i l i t i e s i n t h i s s e c t i o n a r e c a l c u l a t e d on a pe r ope ra t ion b a s i s and present s i m i l a r informatiorl t o t h e i n g e s t i o n r a t e s . The i n g e s t i o n r a t e s t h a t were presented i n S e c t i o n 4 were c a l c u l a t e d on t h e b a s i s of 10,000 a i r c r a f t opera t ior l s ; however, i t was shown i n Sec t ion 4.2 t h a t t h e per ope ra t ion i n g e s t i o n r a t e i s equal t o t h e p r o b a b i l i t y of i n g e s t i o n f o r a s i n g l e ope ra t ion . This s e c t i o n provides more d e t a i l s on t h e p r o b a b i l i t i e s of va r ious c a t e g o r i e s of b i r d i n g e s t i o n events .

Table 7.1 provides t h e es t imated p r o b a b i l i t i e s and 95 percent confidence bounds f o r t h e whole B737 f l e e t f o r v a r i o u s a i r c r a f t i n g e s t i o n even t s . The o v e r a l l l i k e l i h o o d of an a i r c r a f t i n g e s t i o n event i n a s i n g l e o p e r a t i o n i s s l i g h t l y more than one i n s i x t y - f i v e hundred; and a l though t h e odds of having a b i r d i r lges t ion on any one ope ra t ion a r e very smal l , t h e r e a r e m i l l i o n s of B737 ope ra t ions each year s o t h a t hundreds of i n g e s t i o n s a r e expected each yea r . Most i n g e s t i o n s occur dur ing t h e t akeo f f and landing phases s o t h a t t h e p r o b a b i l i t i e s f o r t akeo f f and climb and t h e approach and landing phases a r e r e l a t i v e l y l a r g e . Dual engine and m u l t i p l e b i r d i r lges t ions a r e r e l a t i v e l y r a r e (which i s r e f l e c t e d i n t h e sma l l e r p r o b a b i l i t i e s f o r t h e s e e v e n t s ) .

The i n l e t a r e a e f f e c t on a i r c r a f t i n g e s t i o n p r o b a b i l i t i e s i s shown i n Table 7.2 which s e p a r a t e s t h e p r o b a b i l i t i e s by loca t ior l and engine. With t h e except i o n of s i n g l e engine m u l t i p l e b i r d i n g e s t i o n events i n t h e United S t a t e s , t h e p r o b a b i l i t i e s f o r t h e CFM I n t e r n a t i o n a l CFM56 a r e always l a r g e r t han t h e corresporlding p r o b a b i l i t i e s f o r t h e P r a t t and Whitney JT8D. The l a r g e r p r o b a b i l i t i e s f o r t h e CFM56 a r e expected s i n c e t h e i n l e t a r e a of t h e CFM56 i s n e a r l y twice t h e i n l e t a r e a of t h e JT8D.

The p r o b a b i l i t y of an i n g e s t i o n t h a t causes moderate o r s e v e r e engine damage (POId) i s c a l c u l a t e d w i t h respect: t o engine o p e r a t i o n s , no t a i r c r a f t ope ra t ions . Moderate o r severe engine damage occurred i n 180 (49 domest ic , 130 f o r e i g n , 1 unknown) of t h e 1,468 engine i n g e s t i o n even t s r epo r t ed i n t h e d a t a c o l l e c t i o n per iod . The r e s p e c t i v e worldwide, domest ic , and f o r e i g n POId v a l u e s f o r t h e B737 f l e e t a r e 1.01 x 0.50 x lo-', and 1.59 x The r e s p e c t i v e worldwide, domestic, and f o r e i g n 95 percent confidence bounds on t h e POId va lues a r e 1.14 x 0.64 x and 1 .84 x

The e f f e c t of b i r d weight on t h e p r o b a b i l i t i e s i s e s t ima ted i n Tables 7.3 and 7.4. The e n t r i e s i n Tables 7.3 and 7.4 were c a l c u l a t e d by mul t ip ly ing t h e o v e r a l l p r o b a b i l i t y f o r each l o c a t i o n / e n g i n e combination by t h e r e l a t i v e frequency of each b i r d weight range. The r e l a t i v e f r equenc ie s f o r b i r d weight ranges were der ived from t h e weights of p o s i t i v e l y i d e n t i f i e d b i r d s and a r e based on t h e number of events t h a t involved b i r d s i n each weight range, n o t t h e t o t a l number of b i r d s i nges t ed . The v a l i d i t y of t h i s c a l c u l a t i o n depends on t h e randomness of b i r d i d e n t i f i c a t i o n s , a s d i scussed i n S e c t i o n 3. Table 7.3 provides a breakdown of t h e p r o b a b i l i t y of i n g e s t i o n (POI) by l o c a t i o n and engine wh i l e Table 7.4 combines t h e two engine types . The c a l c u l a t i o n s i n Tables 7.3 and 7.4 were made on both an a i r c r a f t o p e r a t i o n b a s i s (Tables 7.3A and 7.4A) and an engine o p e r a t i o n b a s i s (Tables 7.3B and 7.4B). Tables 7.4A

and 7 .48 show t h a t t h e worldwide p r o b a b i l i t y of i n g e s t i n g one o r more b i r d s as a func t ion of b i r d weight i s 0.210 x and 0.102 x 10- r e s p e c t i v e l y a t t h e 5 2 - t o 56-ounce weight range f o r t h e B737 a i r c r a f t f l e e t . Above t h i s weight range t h e p r o b a b i l i t y of ingest:ion decreases .

TABLE 7.1 AIRCRAFT OPERATION INGESTION PROBABILITIES

INGESTION PROBABILITY * CONFIDENCE* CONDITION - EVENTS OF INGESTION BOUND ---

All Flights 1,410 15.82 16.53

Takeoff & Climb t 863 9.68 10.24

Approach & Landing t 516 5.79 6.23

Dual Engine / 23 Single Bird Per Engine

Dual Engine / Multiple Birds

Multiple Birds / Single Engine

* Scaled by lo"

Contains prorated apportionment of events with unknown phase of flight

-% t t t t t t

TABLE 7

.3A

PROBABILITY OF INGESTION* AS A FUNCTION OF BIRD WEIGHT BY LOCATION AND ENGINE TYPE

(BASED ON AIRCRAFT OPERATIONS)

Bird Wt Range

Prob. of

Prob. of

Prob. of

(0z.I

Inqestion Inqestion Inaestion

All Weights t

4.1

84

2

4.9

92

1

4.3

99

Prob. of

Prob. of

Prob. of

Increstion Inaestion Inaestion

more birds of a given weight class per

* Probability that either engine will ingest 1 or

aircraft operation. Probabilities have been scaled up by lo5.

Cumulative probability of all weight bands. Also probability of ingestion for engine,

location combination.

TABLE 7.3B

PROBABILITY OF INGESTION* AS A FUNCTION OF BIRD WEIGHT BY LOCATION AND ENGINE TYPE

(BASED ON ENGINE OPERATIONS)

Bird Wt Range

(Oz. 1

Prob. of

Insestion Prob. of

Insestion Prob. of

Insestion

Prob. of

Insestion Prob. of

Inaestion Prob. of

Insestion

All Weights t

* probability that an engine will ingest 1 or more birds of a given weight class

per engine operation. Probabilities have been scaled up by lo5.

.4 I Cumulative probability of all weight bands. Also probability of ingestion for

engine, location combination.

TABLE 7.4A

PROBABILITY OF INGESTION* AS A FUNCTION OF BIRD WEIGHT BY LOCATION (BASED ON AIRCRAFT OPERATIONS)

Bird Weight Range Probability Probability Probability (Ounces) Of Inqestion Of Inqestion Of Inqestion

All Weights t 6.295 27.048 15.823

* Probability that either engine will ingest 1 or more birds of a given weight class per aircraft operation. Probabilities have been scaled up by l o 5 .

Cumulative probability of al.1 weight bands in geographic location.

TABLE 7.4B

PROBABILITY OF INGESTION* AS A FUNCTION OF BIRD WEIGHT BY LOCATION (BASED ON ENGINE OPERATIONS)

Engine Operations:

Bird Weight Range (Ounces)

All Weights f

Probability Probability Probability Of Inqestion Of Inqestion Of Inqestion

* Probability that an engine will ingest 1 or more birds of a given weight class per engine operation. Probabilities have been scaled up by l o 5 .

Cumulative probability of all weight bands in geographic location.

SECTION 8 DATA QUALITY

The i n t e r p r e t a t i o n s der ived from any l a r g e se t of d a t a a r e only as good a s t h e d a t a . The use of poor d a t a can l e a d t o i n v a l i d and mis leading conclus ions . The conclus ions reached i n t h i s r e p o r t should be i n t e r p r e t e d i n t h e con tex t of t h e sources of t h e d a t a and t h e q u a l i t y of t h e d a t a . The fo l lowing paragraphs d i s c u s s t h e sou rces of d a t a f o r t h e 3 y e a r s and t h e q u a l i t y of t h e d a t a as measured by t h e cons i s t ency of t h e d a t a c o l l e c t e d i n each of t h e 3 y e a r s and by t h e cons i s t ency of t h e TCAO d a t a w i t h t h e d a t a c o l l e c t e d by t h e FAA.

8 .1 DATA SOURCES.

The main body of d a t a was c o l l e c t e d by t h e manufacturers of t h e two engines used on B737 a i r c r a f t under s e p a r a t e c o n t r a c t s w i t h t h e FAA. The FAA a l s o c o l l e c ~ e d d a t a from t h e FAA Voluntary Bird S t r i k e / I n c i d e n t Report (FAA Form 5200-7) and from r e p o r t s rece ived from FAA f i e l d i n s p e c t o r s ( s e e FAA Act ion Not ice A8300.39). A second source of d a t a used i n t h i s r e p o r t i s an ongoing e f f o r t by t h e ICAO t o c o l l e c t a v i a t i o n b i r d s t r i k e d a t a . A s i g n i f i c a n t number of B737 b i r d i n g e s t i o n even t s were recorded by t h e ICAO t h a t were n o t c o l l e c t e d through FAA sources . The a d d i t i o n a l even t s were inc luded w i t h t h e FAA d a t a base f o r t h e p r e p a r a t i o n of t h i s second r e p o r t .

The engine manufacturers , FAA, and TCAO conducted a census r a t h e r t han a survey , i - e . , t h e goa l of bo th s t u d i e s was t o c o l l e c t in format ion on every B737 b i r d i n g e s t i o n event i n t h e 3-year pe r iod . A complete census i s n e a r l y imposs ib le t o achieve under any c i rcumstances ; t h e r e f o r e , e s t i m a t e s i nvo lv ing t h e t o t a l number of i n g e s t i o n s , such a s i n g e s t i o n r a t e s , should be viewed a s lower bounds.

8 .2 INTERNAL CONSISTENCY.

The d a t a c o l l e c t e d over t h e t h i r d yea r of t h e program appear t o be c o n s i s t e n t w i t h t h e d a t a c o l l e c t e d i n t h e f i r s t 2 yea r s . Most of t h e t a b l e s , graphs and s t a t i s t i c a l t e s t s presented i n t h i s r e p o r t f o r t h e 3-year p e r i o d a r e ve ry s i m i l a r t o t h e corresponding d a t a presented i n e a r l i e r r e p o r t s [ 1 , 2 ] f o r t h e d a t a c o l l e c t e d i n t h e f i r s t 2 yea r s . This s e c t i o n p rov ides s t a t i s t i c a l v e r i f i c a t i o n of t h e s i m i l a r i t i e s and d i s c u s s e s some of t h e d i f f e r e n c e s .

The f i r s t f e a t u r e f o r comparing t h e 3 yea r s i s t h e t o t a l number of a i r c r a f t i n g e s t i o n even t s c o l l e c t e d i n each year . Sec t ion 4 provided evidence t h a t a i r c r a f t i n g e s t i o n even t s occur accord ing t o a Poisson p roces s s o t h a t t h e p r o p o r t i o n of event:s t h a t were recorded i n each y e a r should be e q u a l t o t h e p r o p o r t i o n of ope ra t ions conducted i n t h a t year .

The same formulas used i n S e c t i o n 4 can be used he re except t h a t t h e a r e a f a c t o r i s no longer r equ i r ed s i n c e comparisons a r e made between y e a r s f o r t h e same engine. The formula f o r t h e expected p ropor t ion of even t s i n y e a r i becomes:

where Oi ( i=1 ,3 ) r e p r e s e n t s t h e number of ope ra t ions f o r t h e s p e c i f i c engine and geographic l o c a t i o n f o r y e a r i.

The Chi-squared goodness-of - f i t t e s t i s used i n s t e a d of a Z t e s t s i n c e t h e r e a r e more than two yea r s . The Chi-squared t e s t s t a t i s t i c provides a measure of t h e c lo seness of t h e observed number of even t s i n each year t o t h e number t h a t would be expected i f t h e c o l l e c t i o n r a t e s were t h e same i n each year . The expected number of even t s i n year i a r e g iven by:

where N is t h e t o t a l nurnber of even t s f o r t h e 3 yea r s . The t e s t s t a t i s t i c is then g iven by:

where Xi i s t h e observed number of even t s i n year i.

The d a t a f o r performing t h e t e s t a r e presented i n Table 8.1 and Table 8.2. The number of even t s and number of ope ra t ions f o r each yea r a r e broken down by engine type and geographic l o c a t i o n i n Table 8.1. The c a l c u l a t e d x 2 va lues f o r t h e t e s t a r e g iven i n Table 8.2 f o r each engine and l o c a t i o n combination. The Chi-squared t e s t d e t e c t s any type of change among t h e 3 y e a r s and t h e c r i t i c a l v a l u e f o r a f i v e percent l e v e l of s i g n i f i c a n c e f o r a Chi-square w i t h two degrees of freedom i s 5.99. The only s i g n i f i c a n t change i s i n t h e c o l l e c t i o n r a t e f o r t h e f o r e i g n JT8D d a t a .

The l a r g e va lue of t h e t e s t s t a t i s t i c f o r f o r e i g n JT8D i n g e s t i o n r a t e s i s caused by a l a r g e number of i n g e s t i o n events r epo r t ed i n t h e second year .

The change i n c o l l e c t i o n r a t e s f o r t h e JT8D could a f f e c t t h e t e s t f o r s i z e e f f e c t t h a t was descr ibed i n S e c t i o n 4 . I n t h e f i r s t y e a r r e p o r t [ I ] both a r e a and diameter provided adequate adjustments f o r t h e d i f f e r e n c e s i n i n g e s t i o n r a t e s between t h e two engines. I n t h e 2-year r e p o r t [ Z ] , a r e a provided an adequate adjustment bu t d iameter d id n o t ; wh i l e i n t h e 3-year r e p o r t diameter provided an adequate adjustment bu t a r e a d i d n o t . The h igh second yea r c o l l e c t i o n r a t e would have an impact on t h e i n g e s t i o n r a t e a n a l y s i s s o t h a t i n v e s t i g a t i o n s i n t o t h e n a t u r e of engine s i z e e f f e c t s should be considered i ~ ~ c o n c l u s i v e .

Another check on t h e cons is tency of t h e d a t a c o l l e c t i o n i s t o compare t h e b i r d s t h a t were i d e n t i f i e d i n t h e 3 yea r s . There were t o o many d i f f e r e n t s p e c i e s and l o c a t i o n s of i n g e s t i o n s t o a l low comparisons of t h e s e f e a t u r e s ; however, i f t h e s p e c i e s i d e n t i f i c a t i o n s a r e reduced t o b i r d weights t h e cumulat ive weight d i s t r i b u t i o n s f o r t h e 3 yea r s can be compared.

Table 8 .3 provides a t a b l e of t h e cumulative weight d i s t r i b u t i o n s f o r each of t h e 3 yea r s f o r b i r d s i nges t ed i n t h e United S t a t e s and f o r b i r d s i nges t ed i n f o r e i g n c o u n t r i e s . The d a t a i n Table 8.3 a r e p l o t t e d i n F igures 8 .1 and 8.2 t o provide v i s u a l comparisons of t h e t h r e e y e a r l y b i r d weight d i s t r i b u t i o n s f o r United S t a t e s and f o r e i g n inges t ed b i r d s . The d i s t r i b u t i o n s f o r t h e United S t a t e s i n g e s t i o n s a r e moderately c l o s e , and the d i s t r i b u t i o n s f o r t h e fo re ign i n g e s t i o n s a r e ve ry c l o s e .

TABLE 8.1

COUNTS FOR UNITED STATES AND FOREIGN AIRCRAFT EVENTS AND AIRCRAFT OPERATIONS BY YEAR AND ENGINE

- JT8D CFM56

EVENTS OPERATIONS EVENTS OPERATIONS

YEAR 1 UNITED STATES 40 1,160, 091 40 353,656 FOREIGN 238 1,057,633 63 174,206

YEAR 2 -- UNITED STATES 49 1,082,543 46 527,431 FOREIGN 3 14 1,062,971 88 302,415

YEAR 3 UNITED STATES 47 1,007,797 65 697,654 FOREIGN 232 1,025,228 142 459,228

TABLE 8.2

CHI-SQUARED TEST STATISTICS

FOR COMPARING ANNUAL INGESTION RATES

UNITED STATES FOREIGN

TABLE 8.3

COMPARISON OF WEIGHT DISTRIBUTIONS BETWEEN BIRDS lNGESTED IN THE FIRST, SECOND, AND THIRD YEARS

CUMULATIVE PROBABILITY

WEIGHT (OZ)

4

8

12

1.6

20

24

28

32

36

40

44

48

56

60

80

88

128

192

UNITED STATES --

YEAR 1

26.3

42.1

47.4

63.2

68.4

68.4

68.4

68.4

68.4

84.2

84.2

84.2

94 - 7

94.7

94.7

94.7

100.0

100.0

YEAR 2 YEAR 3

-. FOREIGN -

YEAR 3

28.6

53.6

67.9

8 2 . 1

82 .1

89.3

89.3

92.9

92.9

96.4

96.4

100.0

100.0

100.0

100.0

100.0

100.0

100.0

YEAR 2

14.3

39.3

58.9

64.3

71.4

71.4

73.2

78.6

80.4

89.3

89.3

91 .1

92.9

94.6

96.4

98.2

98.2

100.0

YEAR 3

A statistical measure of the closeness of the cumulative distributions plotted in Figures 8.1 and 8.2 is provided by a multi-sample extension of the Kolmogorov-Smirnov D test, described by Kiefer 1141. The D statistic is the maximum vertical distance between two observed cumulative distribution functions while the T statistic described by Kiefer is the maximum vertical scatter among the three observed cumulative distribution functions. The formula for the T statistic is:

where max, indicates the maximum over x, nj is the sample size in year j , Sj (x) is the observed cumulative distribution function in year j and S(x ) is the observed cumulative distribution function for all 3 years combined.

The Kiefer goodness-of-fit test shows very good consistency between the 3 years for the ingested bird weight distribution. The T statistic for the U . S. bird ingestions is 0.82 and for the foreign bird ingestions is 0.63 which are the twenty-seventh and twelfth percentiles of the null distribution of T. Large values of T indicate differences between the three distributions and the observed values given above are in the lower half of the likely range of T. There is no statistical evidence that the bird weight distributions have changed over the 3-year period.

The ICAO data seem to be consistent with the data collected by the FAA. The only substantial change from inclnding the ICAO data is an increase in the estimated ingestion rates and probabilities. This is the result of an additional 392 aircraft ingestion events that were reported by the ICAO. Most of the additional events occurred during foreign operations.

If the ICAO data were inconsistent with the FAA data, some of the ~tatist~icnl tes~s w o ~ l l d have shown d i f ferent conclusions with the combined set of data. None of the c o r i c ~ l u s i o n c in the report clianged when the ICAO data were combined with the FAA data. Specific values of test statistics are different; however, the conclusions remained the same. The ICAO data seem to support the patterns in B737 bird ingestion events are evident in the FAA data.

The overall quality of the data used in the report seems to be adequate. There is reasonable consistency from year to year with a slightly higher collection rate in the second year. The two sources of data show good compatibility so that: there should be no bias due to different collection procedures. The data used in this report should provide valuable information about the bird ingestion hazard.

SECTION 9 CONCLUSlONS

This s e c t i o n summarizes conclus ions based on t h e 3 y e a r s of d a t a f o r t h e B737 a i r c r a f t .

Bird Desc r ip t ions

Gu l l s , doves, and lapwings are most o f t e n inges t ed .

There i s a b e t t e r spec i e s i d e n t i f i c a t i o n r a t e when t h e engine i s damaged.

The weight of a b i r d most l i k e l y t o be inges t ed o u t s i d e t h e United S t a t e s i s s i g n i f i c a n t l y h e a v i e r t han one most l i k e l y t o i nges t ed w i t h i n t h e United S t a t e s .

I n g e s t i o n Rat=

Bird i n g e s t i o n events a r e s easona l w i t h t h e h ighes t r a t e s i n t h e summer and t h e lowest i n t h e w i n t e r .

Bird i n g e s t i o n events a r e much more l i k e l y t o occur dur ing day l igh t t han at n i g h t .

Bird i n g e s t i o n even t s can be modeled a s a Poisson process .

Bird i n g e s t i o n r a t e s a r e p r o p o r t i o n a l t o t h e i n l e t s i z e of t h e engine.

The f o r e i g n b i r d i n g e s t i o n r a t e i s s i g n i f i c a n t l y h ighe r t han t h e United S t a t e s i n g e s t i o n r a t e .

E f f e c t of F l i p h t

The p r o b a b i l i t y t h a t a crew a c t i o n i s r equ i r ed i n c r e a s e s w i t h t h e s e v e r i t y of engine damage.

The e f f e c t s of f l i g h t t h a t occur most o f t e n a r e a i r turnbacks and abor ted t a k e o f f s .

The p r o b a b i l i t y of exper ienc ing a n invo lun ta ry i n - f l i g h t engine shutdown, g iven a b i r d i n g e s t i o n has occurred , i s approximately one-half of one percent .

Engine Damage

Some types of engine damage are c o r r e l a t e d w i t h o t h e r t ypes of damage.

The m a j o r i t y of engine b i r d i n g e s t i o n even t s r e s u l t i n e i t h e r minor o r no engine damage.

The p r o b a b i l i t y of any damage i n c r e a s e s w i t h t h e weight of t h e b i r d inges t ed .

The p r o b a b i l i t y of engine damage, given a b i r d i n g e s t i o n has occurred , i s g r e a t e r when t h e i n g e s t i o n occurs dur ing t h e t akeo f f and climb phases of f l i g h t t han those t h a t occur dur ing approach and landing.

The p r o b a b i l i t y of engine damage, g iven a b i r d i n g e s t i o n has occurred , i s g r e a t e r when t h e a i r c r a f t a i r speed i s g r e a t e r than or equal t o 140 knots t han those t h a t occur a t less t h a n 140 knots .

Engine f a i l u r e appears more l i k e l y t o occur when m u l t i p l e b i r d s a r e i nges t ed .

The mean o r average weight of t h e b i r d s t h a t caused engine f a i l u r e s was s i g n i f i c a n t l y heav ie r t han t h e mean weight f o r a l l b i r d i n g e s t i o n even t s .

Engine f a i l u r e i s no t n e c e s s a r i l y a s s o c i a t e d e x c l u s i v e l y w i t h s e v e r e engine damage.

Engine f a i l u r e appears more l i k e l y t o occur dur ing t h e t akeo f f phase of f l i g h t .

Engine f a i l u r e can be caused by a h i r d i n g e s t i o n i n any b i r d weight range.

The ma jo r i t y of engine f a i l u r e s are caused by t r a n s v e r s e f a n b l ade f r a c t u r e s . The p r o b a b i l i t y of exper ienc ing an engine f a i l u r e , g iven a b i r d i n g e s t i o n has occurred , i s approximately 3 pe rcen t .

P r o b a b i l i t i e s of I n g e s t i o n -

Bird i n g e s t i o n s a r e more l i k e l y dur ing t h e t akeo f f and l and ing phases of an a i r c r a f t ope ra t ion .

The worldwide p r o b a b i l i t y of a b i r d i n g e s t i o n a s a f u n c t i o n of b i r d weight f o r t h e B737 f l e e t remains r e l a t i v e l y h i g h up t o 56 ounces.

Data Q u a l i t y

The o v e r a l l q u a l i t y of t h e b i r d ingest:ion d a t a c o l l e c t e d by t h e engine manufacturers f o r t h e FAA i s adequate f o r a meaningful s t a t i s t i c a l a n a l y s i s .

SECTION 10 REFERENCES

Hovey, P . , Sk inn , D . , and Wilson, J . , "Study of t h e Engine B i r d I n g e s t i o n Exper ience o f t h e Boeing-737 A i r c r a f t (Oc tober 1986 - September 1989),11 DOT/FAA/CT-90128, Department o f T r a n s p o r t a t i o n , F e d e r a l A v i a t i o n A d m i n i s t r a t i o n , December 1991.

Hovey, P. and Sk inn , D . , "A S tudy of t h e Engine B i r d I n g e s t i o n Exper ience o f t h e Boeing-737 A i r c r a f t , " DOT/FAA/CT-89/16, Department of T r a n s p o r t a t i o n , F e d e r a l A v i a t i o n A d m i n i s t r a t i o n , Oc tober 1989.

Hovey, P . , Sk inn , D . , and Wilson, J . , "Study of t h e Engine B i r d I n g e s t i o n Exper ience o f t h e Boeing-737 A i r c r a f t (Oc tober 1986 - September 1988) , " DOTIFAAICT-89/29, Department o f T r a n s p o r t a t i o n , F e d e r a l A v i a t i o n Administ r a t i o n , May 1990.

F r i n g s , G . , "A Study o f B i r d I n g e s t i o n s i n t o Large High Bypass R a t i o Turb ine A i r c r a f t Eng ines , " DOT/FAA/CT-84/13, Department o f T r a n s p o r t a t i o n , F e d e r a l A v i a t i o n Administ r a t i o n , September 1984.

Mar t ino , J . P. and Sk inn , Donald A., "Study of B i r d I n g e s t i o n i n t o Smal l I n l e t Area , A i r c r a f t T u r b i n e Engines (May 1987 t h r o u g h A p r i l 1988),11 DOT/FAA/CT-89/17, Department o f T r a n s p o r t a t i o n , F e d e r a l A v i a t i o n A d m i n i s t r a t i o n , December 1989.

Mar t ino , J. P. , Sk inn , Donald A., and Wilson, J. J., "Study of B i r d I n g e s t i o n i n t o Smal l I n l e t Area, A i r c r a f t Turb ine Engines (May 1987 th rough A p r i l 1989) , " DOT/FAA/CT-90/13, Department o f T r a n s p o r t a t i o n , F e d e r a l A v i a t i o n Administ r a t i o n , Oc tober 1990.

Berens , A.P., West, B.W. , and T u r e l l a , M.A., "On a P r o b a b i l i s t i c Model f o r E v a l u a t i n g t h e B i r d s t r i k e T h r e a t t o A i r c r a f t Crew E n c l o s u r e s , " UDR- TR-78-124, U n i v e r s i t y o f Dayton Research I n s t i t u t e , Dayton, OH, November 1978.

Sk inn , D.A. and Berens , A.P., "Bird Avoidance Model (BAM) Phase I Repor t : F e a s i b i l i t y Demons t ra t ion , " UDR-TR-80-122, U n i v e r s i t y o f Dayton Research I n s t i t u t e , Dayton, OH, November 1980.

L i l i e f o r s , H.W., "On t h e Kilmogorov-Smirnov T e s t f o r t h e E x p o n e n t i a l D i s t r i b u t i o n w i t h Mean Unknown, " J o u r n a l o f t h e American S t a t i s t i c a l Assoc. , Vol. 64, March 1969, pp. 387-389.

B e r t k e , R.S. and Hovey, P.W., " G l a s s / A c r y l i c Coupon Impact T e s t i n g , " UDR-TR-82-145, U n i v e r s i t y o f Dayton Research I n s t i t u t e , Dayton, OH, November 1982.

Cox, D.R. , "The A n a l y s i s o f Binary Data , " Department o f Mathemat ics I m p e r i a l C o l l e g e , Methuen & Co., L td . , London, England, 1970.

F i e n b e r g , S .E., "The A n a l y s i s o f C r o s s - C l a s s i f i e d C a t e g o r i c a l Da ta , " IBSN 0-262-06063-9, MIT P r e s s , 1977.

13. Berens, A.P., Hovey, P.W., Donahue, R.M., and Craport, W.M., "User's Manual for Probability of Detection Software System (POD/SS)," UDR-TR-88-12, University of Dayton Research Institute, Dayton, OH, January 1988.

14. Kiefer, J. "K-Sample Analogues of the Kolmogorov-Smirnov and Cramer-von Mises Tests," Annals of Mathematical Statistics, Vol. 30, 1959, pp. 420- 447.

SECTION 11 GLOSSARY

Term

A i r c r a f t Inges t ion Event

A i r c r a f t Operation

Airport Operat ion

Engine Inges t ion Event

Engine Operation

Inges ted Bird

Inges t ion Rate

Def in i t ion of Term -

Simultaneous inges t ion of one o r more b i r d s i n t o one o r more engines of an a i r c r a f t .

A nonstop a i r c r a f t f l i g h t from one a i r p o r t t o another . ( Inc ludes time from taxi -out from depar ture a i r p o r t through t a x i - i n a t a r r i v a l a i r p o r t . )

Takeoff (depar ture) from an a i r p o r t o r a landing ( a r r i v a l ) a t an a i r p o r t .

Process whereby one o r more b i r d s pass through t h e engine i n l e t during engine operat ion .

The p a r t i c i p a t i o n of each engine of an a i r c r a f t i n an a i r c r a f t opera t ion (e.g. , a t w i r l engine a i r c r a f t would, i d e a l l y , experience two engine opera t ions f o r each a i r c r a f t ope ra t ion) .

A b i r d having experienced t h e process of engine inges t ion event .

The number of a i r c r a f t o r engine inges t ion events per f l i g h t event . F l i g h t event r e f e r s t o a i r c r a f t , engine o r a i r p o r t opera t ion . The components of inges t ion r a t e a r e spec i f i ed when used i n t h e r epor t . The irlfluence of engine i n l e t a r e a i s not considered.

Ncrmalized Irigestiori Rate Inges t ion r a t e adjus ted t o a given nominal a rea . Allows s t a t i s t i c a l comparison of inges t ion r a t e s of engines wi th d i f f e r e n t i n l e t a reas .

APPENDIX A

AIRPORTS WITH SCHEDULED BOEING-737 FLIGHTS AND/OR REPORTED BIRD INGESTION EVENTS

This appendix presents information about airports having scheduled Official Airline Guide (OAG) operations or aircraft ingestion events during the 3-year data collection period. The data are taken from a data base developed by the contractor. The data base contents are described below:

COLUMN DESCRIPTION OF COLUMN CONTENTS

AIRPORT Airport code.

3-letter ATA code &letter ICAO code

APTDEF

HEMISPHR

CONUS

Location of airport.

Hemisphere in which AIRPORT is located.

N - Northern Hemisphere S - Southern Hemisphere

Indicates whether AIRPORT is located in the United States.

YES - located in contiguous United States (48 states)

NO - not located in the contiguous United States, but in the United States (Alaska or Hawaii)

FGN - foreign airport

STGFY 8 7 Scheduled OAG airport operations during first year.

ING 1 Aircraft ingestion events during first year.

STGFY88 Scheduled OAG airport operations during second year.

ING2 Aircraft ingestion events during second year.

STGFY89 Scheduled OAG airport operations during third year.

ING3 Aircraft ingestion events during third year.

STG73 7 Scheduled OAG airport operations during 3-year period.

INGS Aircraft ingestion events during 3-year period.

AIRPORT APTDEF HEMISPHR CONUS S T G F Y 8 7 I N G l STGFY88 I N G Z S T G F Y 8 9 I N G 3 S T G 7 3 7 INGS

AAE AAY ABE AB J ABQ ABS ABT ABV A B Z ACA ACC ACE ACK ACV ADB ADD ADE ADK AD L ADQ ADZ AEP AES AGA AGP AGR AGS AHB AHU A J A A J F A J U AKL AKN AKR A L B ALC ALG ALY AMA AMD AMM AMS ANC AN F AN I ANR ANU AOR APL APW AQ I ARD AR I ARN ASM ASP ASU ASW ATH A T L ATM AT Q AUA AU H AUS AUX AVL AVP AWZ AXD AXT AYT AZD AZO

ANNABA, A L G E R I A N A L GHAYDAH, YEMEN N ALLENTOWN, PA, USA N A B I D J A N . COTE D I I V O R E ( IVORY COAST) N ALBUQUERQUE, NM, USA ABU S IMBEL, ARAB REP OF EGYPT A L BAHA, S A U D I A R A B I A ABUJA, N I G E R I A ABERDEEN, SCOTLAND ACAPULCO, MEXICO ACCRA, GHANA LANZAROTE, CANARY I S L A N D S NANTUCKET, MA, USA EUREKA ARCATA, CA, USA I Z M I R , TURKEY A D D I S ABABA, E T H I O P I A ADEN, YEMEN ADAK ISLAND, AS, USA ADELAIDE, SA, A U S T R A L I A KODIAK, AS, USA SAN ANDRES ISLAND, COLOMBIA BUENOS A I R E S - NEWBERY, ARGENTINA AALESUND, NORWAY AGADOR, MOROCCO MALAGA, S P A I N AGRA, I N D I A AUGUSTA, GA, USA ABHA, SAUDI A R A B I A A L HOCEIMA, MOROCCO AJACCIO, CORSICA, FRANCE JOUF, SAUDI A R A B I A ARACAJU, B R A Z I L AUCKLAND, NEW ZEALAND K I N G SALMON, AS, USA AKURE, N I G E R I A ALBANY, NY, USA AL ICANTE, S P A I N ALGIERS, A L G E R I A ALEXANDRIA , ARA REP OF EGYPT AMARILLO, TX, USA AHMEDABAD, I N D I A AMMAN, JORDAN AMSIERDAM, NETHERLANDS ANCHORAGE, AS, USA ANTOFAGASTA, C H I L E A N I A K , AS, USA ANTWERP, BELGIUM ANTIGUA, WEST I N D I E S ALOR SEIAR, M A L A Y S I A NAMPULA, MOZAMBIQUE A P I A , WESTERN SAMOA QAISUMAH, S A U D I A R A B I A ALOR, I N D O N E S I A ARICA, C H I L E STOCKHOLM ARLANOA, SWEDEN ASMARA, E T H I O P I A A L I C E SPRINGS, N.T., AUSTRALIA ASUNCION, PARAGUAY ASWAN, ARAB REP OF EGYPT AT HENS, GREECE ATLANTA, GA, USA ALTAMIRA, B R A Z I L AMRITSAR, I N D I A ARUBA, ARUBA ABU D H A B I , U. A. EMIRATES AUSTIN , l X , USA ARAGUAINA, B R A Z I L A S H E V I L L E , NC, USA WILKES-BARRE/SCRANTON, PA, USA AHWAZ, I R A N ALEXANDROUPOLIS, GREECE A K I T A , JAPAN ANTALYA, TURKEY YAZD, I R A N KALAMAZOO, M I , USA

FGN FGN YES FGN YES FGN FGN FGN FGN FGN FGN FGN YES YES FGN FGN FGN NO FGN NO FGN FGN F GN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN NO FGN YES FGN FGN FGN YES FGN FGN FGN NO FGN NO FGN FGN FGN FGN FGN FGN FGN F GN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN YES FGN YES YES FGN FGN FGN FGN FGN YES

A-2

AIRPORT APTDEF ---.---

AZR BA H BAQ BB I BCN BD H BD L BDQ BD T BEG EEL BEN BET BEW B F L BFN BFS BFX BGF B G I BGM BGO BGR BGW BHH BH I BH J BHM BHO BHU BHX BHZ B I A B I L B I O B I Q B I S B J L B JM BJR BK I BKK BKO BKY BL I BLL BLQ BLR BME BNA BND BNE BN i BNJ BOD BOH B O I BOM BOO BOS BRC ERE BRS BRU BRW BSB BSK BSL BTM BT R BTV BUD BUE BUF BUQ

ADRAR, ALGERIA BAHRAIN, BAHRAIN BARRANQIJ I LLA, COLOMBIA BHUBANESWAR, I N D I A BARCELONA, SPAIN BANDAR LENGEH, IRAN HARTFORD, CN, USA VADODARA, l N D I A BAD0 L I T E , Z A I R E BELGRADE, YUGOSLAVIA BELEM, B R A Z I L BENGHAZI, L I B Y A N A JAMAHIRIYA BETHEL, AS, USA BEIRA, MOZAMBIQUE BAKESFIELD, CA, USA BLOEMFONTEIN, SOUTH AFRICA BELFAST, N. IRELAND BAFOIJSSAM, CAMEROON BANGUI, CEN. AFRICAN REPUBLIC BARBADOS, BARBADOS BINGHAMTOM, NY, USA BERGEN, NORWAY BANGOR, MA, USA BAGHDAD, IRAQ BISHA, SAlJDI ARABIA B A H I A BLANCA, ARGENTINA BHUJ, I N D I A BIRMINGHAM, AL, USA BHOPAL, I N D I A BHAVNAGAR, I N D I A BIRMINGHAM, ENGLAND (UK) BELO HORIZONTE, B R A Z I L BASTIA, CORSICA, FRANCE B I L L I N G S , MT, USA BILBAO, S P A I N B I A R R I T Z , FRANCE BISMARCK, ND, USA BANJUL, GAMBIA BUJIJMBIJRA, BURUNDI BAHAR DAR, E T H I O P I A KOTA KINABALU, SABAH, MALAYSIA BANGKOK, THAILAND BAMAKO, M A L I BUKAVU, Z A I R E BELLINGHAM, WA, USA B I LLIJND, DENMARK BOLOGNA, I T A L Y BANGALORE, I N D I A BROOME, W.A., AUSTRALIA NASHVILLE, TN, USA BANDAR ABBAS, IRAN BRISBANE, QLD, AUSTRALIA B E f l I N CITY, N I G E R I A BONN, FRG BORDEAUX, FRANCE BO(JRNEMOUTH, ENGLAND, UK BOISE, ID , USA BOMBAY, I N D I A BODO, NORWAY BOSTON, MA, USA

HEMISPHR CONUS STGFY87 I N G l STGFY88 I N G 2 STGFY89 I N G 3 STGTJ'7 INGS

SAN CARLOS DE BARILOCHE, ARGENTINA S BREMEN, FED REP OF GERMANY N BRISTOL, ENGLAND (UK) N BRIJSSELS, BELGIUM N BARROW, AS, USA N B R A S I L I A , B R A Z I L S BISKRA, ALGERIA N BASEL/MULHOUSE, SWITZERLAND N BUTTE, MT, USA N BATON ROUGE, LA, USA N BURLINGTON, VT, USA N BUDAPEST, HUNGARY N BLJENOS AIRES, ARGENTINA S BUFFALO, NY, USA N BULAUAYO, ZIMBABWE S

FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN NO FGN YES FGN FGN FGN FGN FGN YES FGN YES FGN FGN FGN FGN YES FGN FGN FGN FGN FGN YES FGN FGN YES FGN FGN FGN FGN F GN FGN FGN YES FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN YES FGN FGN YES FGN FGN F GN FGN NO FGN FGN FGN YES YES YES FGN FGN YES FGN

A- 3

AIRPORT APTDEF HEMISPHR CONUS S T G F Y 8 7 I N G I S T G F Y 8 8 I N G 2 STGFY89 I N G 3 S T G 7 3 7 I N G S

BUR BUX BUZ B V B BVH BWI BWN BXO B Z E BZN BZR B Z V CAB CAE CAG C A I CAK CAN CAS CAY CBD CBH CBQ CBR CCJ CCP CCR CCS CCU CD G CDV CEO C FU CGB CGH CGK CGN CGO CGP CGQ CGR CHA CHC CHM CHO CHQ CHS C I D C I X C J B C J C C J U CKG CKS CKY CLE CL T CMB CMG CM H CM I CMN CND CN F CNQ CNS CNX COK COO COR COS CPH CPO CPQ CPR

BURBANK, CA, USA BUNA, Z A I R E BUSHEHR, I R A N BOA V I S T A , B R A Z I L VITHENA, B R A Z I L BALTIMORE, MD, USA BASER1 BEGAWAN, BRUNEI DARUSSALAM B I S S A U , GUINEA B I S S A U B E L I Z E C I T Y , B E L I Z E BOZEMAN, MT, USA BEZIERS, FRANCE B R A Z Z A V I L E , PEOP REP OF CONGO CABINDA, ANGOLA COLUMBIA, SC, USA C A G L I A R I , I TALY CAIRO, ARAB REP OF EGYPT AKRON/CANTON, OH, USA GUANGZHOU, P . R. C H I N A CASABLANCA, MOROCCO CAYENNE, FRENCH GUIANA CAR NICOBAR, I N D I A BECHAR, A L G E R I A CALABAR, N I G E R I A CANBERRA, A.C.1, A U T S T R A L I A CAL ICUT, I N D I A CONCEPCION, C H I L E CONCORD, CA, USA CARACAS, VENEZUELA CALCUITP, I N D I A P A R I S DE GAULLE, FRANCE CORDOVA, AS, USA WACO KUNGO, ANGOLA CORFU, GREECE C U I A B A MATO GROSSO, B R A Z I L SAO PAULO-CONGONHAS, B R A Z I L JAKARTA-SOEKARNO, I N D O N E S I A COl OGNE BONN, FRG ZHENGZHOU, P. R. C H I N A CHITTAGONG, BANGLADESH CHANGCHUN, P. R. C H I N A CAMP0 GRANDE, B R A Z I L CHATTANOOGA, I N , USA CHRISTCHURCH, NEW ZEALAND CHIMBOTE, PERU CHARLOTTESVILLE, VA, USA CHANIA, CRETE, GREECE CHARLESTON, SC, USA CEDAR RAPIDS/ IOWA C I T Y , 1 0 , USA CHICLAYO, PERU COIMBATORE, I N D I A CALAMA, C H I L E CHEJU, REP OF KOREA CHONGQING, P. R. C H I N A CARAJAS, B R A Z I L CONAKRY, GUINEA CLEVELAND, OH, USA CHARLOTTE, NC, USA COLOMBO, S R I LANKA CORUMBA, MATO GROSSO, B R A Z I L COLUMBUS, OH, USA CHAMPAIGN, I L , USA MOHAMEDV, CASABLANCA, MOROCCO CONSTANIO, ROMANIA BELO HORIZONTE-CONFINS, B R A Z I L CORRIENTES, ARGENTINA CAIRNS, QLD, A U S T R A L I A CHIANG M A I , T H A I L A N D COCHIN, I N D I A COTONOU, B E N I N CORDOBA, ARGENTINA COLORADO SPRINGS, CO, USA COPENHAGEN, DENMARK C U P I A I O , C H I L E CAMPINAS, B R A Z I L CASPER, WY, USA

YES FGN FGN FGN FGN YES FGN FGN FGN YES FGN F GN FGN YES FGN F GN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN NO FGN F GN FGN F GN FGN FGN FGN FGN FGN FGN YES FGN FGN YES FGN YES YES FGN FGN FGN FGN FGN FGN FGN YES YES FGN FGN YES YES FGN F GN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN F GN YES

A -4

CPT CPV CRD CRP CRW CTA CTC CTG CTS CTU CUN CUR CUT CVG CVT CWB CWL CX I CY I CZL CZS czx DAB DAC D A L DAM DAR DAY D BV DCA DEC DEL DEN DET DEU D FW DHA D I B D I E D I R D J E D J G D KR D1.A D L C DLG D L H DMU DOD DOH DPS DRO DRW DSM DTW DUB DUD DUR DUS DUT DXB EAM EBB EBD E B J ED I E F L E J H E L F ELG ELM E1.P ELQ E L S E L U

CAPE TOWN, SOUTH A F R I C A CAMPINA GRAND€, B R A Z I L COMODORO R I V A D A V I A , ARGENTINA CORPUS C H R I S T I , TX, USA CHARLESTON, WV, USA CATANIA , I T A L Y CATAMARCA, ARGENTINA CARTAGENA, COLOMBIA SAPPORO-CHITOSE, JAPAN CHENGDU, P.R. CHINA CANCUM, MEXICO CURACAO, NETH A N T I L L E S CUTRAL-CO, ARGENTINA C I N C I N N A T I , OH, USA COVENTRY, ENG, U K C U R I T I B A , PARANA, B R A Z I L CARDIFF , WALES, UK CHRISTMAS ISLAND, REP OF K I R I B A T I C H I A Y I , TAIWAN CONSTANTINE, A1 GERIA CRUZEIRO DO SU1 , ACRE, B R A Z I L CHANGZHOU, P. R. C H I N A DAYTONA BEACH, FL, USA DHAKA, BANGLADESH LOVE D A L L S / F T . WORTH, TX, USA DAMASCUS, S Y R I A DAR E S SALAAM, T A N Z A N I A DAYTON, OH, USA DUBROVNIK, YUGOSLAVIA NATIONAL, WASHINGTON, DC, USA DECATUR, I L , USA D E L H I , I N D I A STAPLETON I N T ' L , DENVER, CO, USA D E T R O I T C I T Y , M I , USA SOMEWHERE OVER GERMANY D A L L A S / F T WORTH, TX, lJSA DHAHRAN, S A U D I A R A B I A DIBRUGARH, I N D I A ANTSIRANANA, MADAGASCAR D I R E DAWA, E T H I O P I A DJERBA, T I J N I S I A DJANET, A L G E R I A DAKAR, SENEGAL DOUALA, REP OF CAMEROON D A L I A N , P . R. CHINA D I L L I N G H A M , AS, USA DULUTH, MN, USA DIMAPUR, I N D I A DODOMA, T A N Z A N I A DOHA, QATAR DENPASAR, I N D O N E S I A DURANGO, CO, USA DARWIN, N.T., AUSTRALIA DES MOINES, 10, USA WAYNE CO, D E T R O I T , M I , USA D U B L I N , R E P U B L I C OF IRELAND DUNED I N, NEW ZEALAND DORBAN, SOUTH A F R I C A DUESSELDORF, FRG DUTCH HARBOR, AS, USA D U B A I , U. A. EMIRATES NEJRAN, S A U D I A R A B I A ENTEBBE KAMPALA, UGANDA E L OBEID, SUDAN ESBJERG, DENMARK ED I NBURGH, SCOTLAND KEFALONIA , GREECE WEDJH, S A U D I A R A B I A E L FASHER, SUDAN E L GOLEA, A L G E R I A ELMIRA, NY, USA E L PASO, TX, USA GASSIM, S A U D I A R A B I A EAST LONDON, SOUTH A F R I C A E L OUED, A L G E R I A

HEMISPHR CONUS S T G F Y 8 7 I N G l STGFY88 I N G 2 S T G F Y 8 9 I N G 3 S T G 7 3 7 I N G S

FGN FGN FGN YES YES FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN YES FGN YES FGN FGN YES FGN YES YES FGN YES YES FGN YES FGN FGN FGN FGN FGN FGN F GN FGN FGN NO YES FGN FGN FGN FGN YES FGN YES YES FGN FGN FGN FGN NO FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES YES FGN FGN FGN

A- 5

AIRPORT APTDEF HEMISPHR CONUS S l G F Y 8 7 I N G I STGFY88 I N G 2 STGFY89 I N G 3 S T G 7 3 7 I N G S

EMA ENU EQS ER I ESB ESR E I H EUG EUN EVE EVV EWR EZE FAE FA I F A 0 FAR FAT FAY F BM FBU F CA F CO FEZ F I H F JR F K I F L L F L N FMA F M I FMO FNA FNC FNT FOC FOE FOR FPO FRA FRL FSD F T U FUE FUK F WA GA J GAL G A U GEE GC I GD L GEG GEO GHA GHB GHU G1B G I G G I Z GJT GLA GM A GOA GO1 GOM GOP GO1 GOU GOV GRB GR J GRR GRU GRZ

EAST MIDLANDS, ENGLAND N ENUGU, N I G E R I A N ESQUEL, ARGENTINA S E R I E , PA, USA N ANKARA-ESENBOGA, TURKEY N E L SALVADOR, C H I L E S ELAT, ISRAEL N EUGENE, OR, USA N LAAYOUNE, MOROCCO N EVENES, NORWAY N E V A N S V I L L E , I N , USA N NEWARK, NEW YORK, NY, USA N BUENOS A I R E S - E Z E I Z A ARPT, ARGENTINA S FAROE ISLANDS, DENMARK N FAIRBANKS, AS, USA N FARO, PORIUGAL N FARGO, ND, USA N FRESNO, CA, USA N F A Y E T T E V I L L E , NC, USA N LUBUMBASHI, Z A I R E S FORNEBU, OSLO, NORWAY N K A L I S P E L L GLACIER N A T ' L OK, MT, USA N DA V I N C I , ROME, I T A L Y FEZ, MOROCCO KINSHASA, Z A I R E A L FUJAIRAH, U.A.E. K I S A N G A N I , Z A I R E F 1 LAUDERDALE, FL, USA FLORIANOPOLIS , B R A Z I L FORMOSA, ARGENTINA KALEMIE , Z A I R E MUENSTER, GERMANY FREETOWN, S IERRA LEONE FUNCHAL - MADEIRA, PORTUGAL F L I N T , M I , USA FUZHOU, P . R. C H I N A FORBES, TOPEKA, KA, USA FORTALEZA, CEARA, B R A Z I L FREEPORT, BAHAMAS FRANKFURT, FRG F O R L I , I l A L Y S I O U X FALLS, SD, USA FT DAUPHIN, MADAGASCAR FUERTEVENTURA, CANARY I S . FUKUOKA, JAPAN F 1 WAYNE, I N , USA YAMAGATA, HONSHU, JAPAN GALENA, AS, USA GAUHATI , I N D I A GABORONE, BOTSWANA GUERNSEY, CHANNEL I S , U K GUADALAJARA, MEXICO SPOKANE, WA, USA GEORGETOWN, GUYANA GHARDAIA, A L G E R I A GOVERNORS HARBOUR, BAHAMAS GUALEGUAYCHU, ARGENTINA GIBRALTAR, G IBRALTAR R I O D E J A N E I R O I N I ' L , B R A Z I L G IZAN, S A U D I A R A B I A GRAND JUNCTION, CO, USA GLASGLOW, SCOTLAND GEMENA, Z A I R E GENOA, I l A L Y GOA, I N D I A GOMA, Z A I R E GORAKHPUR, I N D I A GOTHENBURG, SWEDEN GAROUA, REP OF CAMEROON GOVE, N. 1 ., A U S T R A L I A GREEN BAY, WI, USA GEORGE, SOUTH A F R I C A GRAND RAPIDS, M I , USA SAO PAULO-GUARULMOS, B R A Z I L GRAZ, A U S T R I A

FGN FGN FGN YES FGN FGN FGN YES F GN FGN YES YES FGN FGN NO FGN YES YES YES F GN FGN YES FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN YES FGN YES FGN FGN FGN FGN YES FGN FGN FGN YES FGN NO FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN YES F GN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN YES FGN FGN

A -6

AIRPORT - - - - . - -

GSO GSP GTF GUA GUM GVA GWL GWT GXF GXG GY E GY N HAC HAH HAJ HAK HAM HAN HAS HBA HBT HDN HDY HEL HER HGH H I R HJR HKD HKG HKT HLN H L Z HME HND HNL HNM HOD HOF HOR HOU HPN HRB HRE HRG HRL H SV HT I H T S HUN HYD I AD I A H I AM I BA I B Z I CT I D A I D R I E V I FN I GL I GR I GU I L G I LM I L R I M F I M P I ND I N 1 I NU I N Z I OA 1 0 s

APTDEF

GREENSBORO/HPT/WIN-SALEM, NC, USA GREENVILLE/SPARTANBURG, SC, USA GREAT FALLS, MT, USA GUATELMALA C I T Y , GUATEMALA GUAM, GUAM GENEVA, SWITZERLAND GWALIOR, I N D I Z GALWAY, I R E L A N D SEIYUN, YEMEN NEGAGE, ANGOLA GUAYAQU I L, ECUADOR G O I A N I A , B R A Z I L HACHIJO, J I M A ISLAND, JAPAN MORONI-HAHAYA, COMOROS HANOVER, FED REP OF GERMANY HAIKOU, P. R. C H I N A HAMBURG, FRG HANOI, SOC REP OF V I E T N A M H A I L , S A U D I A R A B I A HOBART, TASMANIA, A U S T R A L I A HAFR A L B A P I N , S A U D I A R A B I A STEAMBOAT SPRINGS, CO, USA HAT Y A I , T H A I L A N D H E L S I N K I , F I N L A N D HERAKLION, GREECE HANGZHOU, P . R. C H I N A HONIARA, GUADALCANAL, SOLOMON I S . H IROSHIMA, JAPAN HAKODATE , JAPAN HONG KONG, HONG KONG PHIJKET , T H A I LAND HELENA, MT, USA HAMILTON, NEW ZEALAND H A S S I MESSAOUD, A L G E R I A TOKYO-HANEDA, JAPAN HONOLULU, OAHU, HA, USA HANA, M A U I , HA, USA HODEIDAH, YEMEN HOFUF, S A U D I A R A B I A HORTA F A I A L ISLAND, PORTtJGAL HOIJSTON, TX, USA WHITE P L A I N S , NY, USA HARBIN, MANCHURIA, P . R. C H I N A HARARE, ZIMBABWE HORGHADA, ARAB REP OF EGYPT HARLINGEN, TX, USA HUNTSVILLE/DECATUR, AL , USA HAMILTON ISLAND, QLD, A U S T R A L I A HUNTINGTON, WV, USA HUALIEN, TA IWAN HYDERABAD, I N D I A D U L L E S I N T ' L , WASHINGTON, DC, USA HOUSTON INTERCONT, TX, USA I N AMENAS, A L G E R I A IBADAN, N I G E R I A I B I Z A , S P A I N W I C H I T A , KA, USA IDAHO FALLS, I D , USA INDORE, I N D I A K I E V , USSR ISFAHAN, I R A N I Z M I R - C I G L I , TURKEY IGUAZU, ARGENTINA IGUASSLJ FALLS, B R A Z I L PHILADELPHIA-WILMINGTON, PA, USA WILMINGTON, NC, USA I L O R I N , N I G E R I A IMPHAL, I N D I A IMPERATRIZ , B R A Z I L I N D I A N A P O L I S , I N , USA N I S , YUGOSLAVIA NAURIJ, REP OF NAURU I N SALAH, A L G E R I A IOANNINA, GREECE ILHEUS, B R A Z I L

HEMISPHR CONUS S T G F Y 8 7 I N G l S T G F Y 8 8 I N G 2 S T G F Y 8 9 I N G 3 S T G 7 3 7 INGS

YES YES YES FGN FGN FGN FGN FGN F GN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN NO NO FGN FGN FGN YES YES FGN FGN FGN YES YES FGN YES FGN FGN YES YES FGN FGN FGN YES YES FGN FGN FGN FGN FGN FGN YES YES FGN FGN FGN YES FGN FGN FGN FGN FGN

A- 7

- -

I QQ I QT I R J I R P I SA I SB I SG I SO I SP I S 1 I T H I T 0 I UE I VC I XA I XB I XC I XD I XE I X J I X L I XM I XR I XS I XU I xv I xz JAC J A I JAN JAX JDH JDO JED JER J FK J GA JHB J I B JKH JNB J NU J O I JOS J PA J R h J RO J S I J T R JUB J U J KAD KAN KB L KBR KCH KCZ KDU KE F KER KGA KGL KGS KHH KH I KHN K I J K I M K I N KKC KLX KMG KM I KMJ KMP

AIRPORT . - .

APTDEF

IQUIQUE, C H I L E IQUTOS, PERU L A R I O J A , ARGENTINA I S I R O , Z A I R E MOUNT I S A , QLD, A U S T R A L I A ISLAMABAD RAWALPINDI , P A K I S T A N I S H I G A K I , JAPAN K INSTON, NC, USA LONG I S L A N D MACARTHUR, NY, USA ISTANBUL, TURKEY I T H I C A , NY, USA H I L O H A W A I I , HA, USA N l U E I S L A N D , N I U E INVERCARGILL , NEW ZEALAND AGARTALA, I N D I A BAGDOGRA, I N D I A CHANDIGAR, I N D I A ALLAHABAD, I N D I A MANGALORE, I N D I A JAMMU, I N D I A LEH, I N D I A MADURAI, I N D I A RANCHI, I N D I A SILOHAR, I N D I A AURANGABAD, I N D I A ALONG, I N D I A PORT B L A I R ANDAMAN I S L A N D , I N D I A JACKSON, WY, USA JA IPUR, I N D I A JACKSON, MS. USA JACKSONVILLE, FL, USA JODHPUR, I N D I A J U A Z E I R O DO N O R l E CEARAH, B R A Z I L JEDDAH, S A U D I A R A B I A JERSEY CHANNEL ISLANDS, UK KENNEDY, NEW YORK, NY, USA JAMNAGAR, I N D I A JOHOR BAHRU, M A L A Y S I A D J I B O U T I , D J I B O U T I CHIOS, GREECE JOHANNESBURG, SOUTH A F R I C A JUNEAU, AS, USA J O I N V I L L E , B R A Z I L JOS, N I G E R I A JOAO PESSOA, B R A Z I L JORMAT , I N D I A K I L I M A N J A R O , TANZANIA SKIATHOS, GREECE SANTORINI , T H I R A ISLAND, GREECE JUBA, SUDAN JUJUY, A R G E N l I N A KADUNA. N I G E R I A KANO, ~ I G E R I A KABUL, AFGHANISTAN KOTA BHARU, M A L A Y S I A KUCHING, SARAWAK, M A L A Y S I A KOCHI, JAPAN SKARDU, P A K I S T A N R E Y K J A V I K - K E F L A V I K , ICELAND KERMAN, I R A N KANANGA, Z A I R E K I G A L I , RWANDA KOS, GREECE KAOHSIUNG, TAIWAN KARACHI, P A K I S T A N NANCHANG K I A N G S I , P. R. C H I N A N I I G A T A , JAPAN KIMBERLEY, SOUTH A F R I C A KINGSTON, JAMAICA KHON KAEN, THAILAND KALAMATA, GREECE KUNMING, P.R. C H I N A M I Y A Z A K I , JAPAN KUMAMOTO, JAPAN KEETMANSHOOP, N A M I B I A

HEMISPHR CONUS S T G F Y 8 7 I N G I S T G F Y 8 8 I N G 2 STGFY89 I N G 3 S T G 7 3 7 INGS

FGN FGN FGN FGN FGN FGN FGN YES YES FGN YES NO FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN YES YES FGN FGN FGN FGN YES FGN FGN F GN FGN FGN NO FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN

A-8

HEMISPHR CONUS STGFY87 I N G I STGFY88 I N G 2 STGFY89 I N G 3 STG737 INGS AIRPORT APTDEF - - - - - - -

KMQ KMX KND KN N KNU KOA KOJ KRN KRP KRS KRT KS A KSD KSH KSM KST KSU KTM KTN KUA KU H KUL KVA KWE KW I KWJ KWL LAD LAN LAS LAX LBB L BU LBV L CA LCE LDB LDE LD I LED L E I L E J LEX L F T L.FW LGA LGB LGG L GK LGW LHE L HR L HW L I H L I L L I M L I N L I S L I T L JA LJ lJ L KO L LA LLW LMT LNK LNZ LOS L PA LPB L P L LRH LST LTN LUN

KOMATSU, JAPAN KHAMIS MUSHAIT, SAUDI ARABIA KINDU, ZAIRE KANKAN, GUINEA KANPUR, I N D I A KONA, HA, USA KAGOSHIMA, JAPAN KIRUNA, SWEDEN KARUP, DENMARK KRISTIANSAND, NORWAY KHARTOUM, SUDAN KOSRAE, CAROLINE ISLANDS KARLSTAD, SWEDEN BAKHTARAN, IRAN ST MARY'S, AS, USA KOSTI, SUDAN K R I ST IANSUND, NORWAY KATHMANDU, NEPAL KETCHIKAN, AS, USA KUANTAN, MALAYSIA KUSHIRO, JAPAN KUALA LIJMPUR, MALAYS I A KAVALA, GREECE GIJIYANG, P. R. CHINA KLJWAI T , KUWAIT KWANGJU, REP OF KOREA G U I L I N , P. R. CHINA LUANDA, ANGOLA LANSING, M I , USA LAS VEGAS, NV, USA LOS ANGELES, CA, USA LUBBOCK, TX, LJSA LABLJAN SABAH , MALAYSIA L I B R E V I L L E , GABON LARNACA, CYPRUS L A CEIBA, HONDURAS LONDRINA, B R A Z I L LOURDES/TARBES, FRANCE L I N D I , TANZANIA LENINGRAD, U.S.S.R. ALMERIA, SPAIN L E I P Z I G , GDR LEXINGTON, KY, LJSA LAFAYETTE, LA, USA LOME, TOGO NEW YORK L A GUARDIA, NY, USA LONG BEACH, CA, USA LIEGE, BELGIUM LANGKAWI, MALAYSIA LONDON-GATWICK, ENGLAND LAHORE, PAKISTAN LONDON HEATHROW, ENGLAND, (LJK) LAdZHOU, P. R. CHINA L I HUE, KAUAI , HA, USA L I LLE, FRANCE L IMA, PERU M I L A N L INATE, I T A L Y LISBON, PORTUGAL L I T T L E ROCK, AK, USA LODJA, Z A I R E L JLJBLJANA, YLJGOSL A V I A LCJCKNOW, I N D I A LULEA, SWEDEN 1.1 LONGWE, MALAWI KLAMATH FALLS, OR, USA LINCOLN, NB, USA LONZ, AUSTRIA LAGOS, N I G E R I A GRAN CANARIA, CANARY ISLANDS L A PAZ, B O L I V I A 1 IVERPOOL, ENGLAND L A ROCHELLE, FRANCE LAUNCESTON, TASMANIA, AUSTRALIA LONDON-LUTON I N T ' L , ENGLAND LUSAKA, ZAMBIA

- - - - - - -

FGN FGN FGN FGN FGN NO FGN FGN FGN FGN FGN FGN FGN FGN NO FGN FGN FGN NO FGN FGN FGN FGN FGN FGN FGN FGN FGN YES YES YES YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES YES FGN YES YES FGN FGN FGN FGN FGN FGN NO FGN FGN FGN FGN YES FGN FGN FGN FGN FGN YES YES FGN FGN FGN FGN FGN FGN FGN FGN FGN

A-9

AIRPORT

LUO LUQ LUT LUX LXR L X S L Y H L Y P LYR L Y S MA A MAB MAD MAF MA H MA J MAL MAN M A 0 MBA MB J MBS MBX MCG MC I MCO MCP MCT MCY MCZ MDE MD I MDK MDP MDQ MDT MDW MDZ MED MEG MEL MEM MES MEX MFE MFR M FU MGA MGM MGQ MHD MHT M I A M I D M I L M I R M I U MJM MJN MJT MKE MKY MLA MLB MLE ML H ML I MLU MLW MMY MNL MOB MOC MOL MOQ

APTDEF - - - - - - - - - - - - - - - - - - - - - - - - - - -

LUENA, ANGOLA SAN L U I S , ARGENTINA LAURA STATION, A U S T R A L I A LUXEMBOURG, LUXEMBOURG LUXOR, ARAB REP OF EGYPT LEMNOS, GREECE LYNCHBURG, VA, USA FAISALABAD, P A K I S T A N LONGYEARBYEN, NORWAY LYON, FRANCE MADRAS, I N D I A MARABA, B R A Z I L MADRID, S P A I N MIDLAND ODESSA, TX, USA MAHON, MENORCA, S P A I N MAJURO, MARSHALL I S L A N D MANGOLE, I N D O N E S I A MANCHESTER, ENGLAND (UK) MANAUS, B R A Z I L MOMBASA, KENYA MONTEGO BAY, JAMAICA SAGINAW, M I , USA MARIBOR, YUGOSLAVIA MCGRATH, AS, USA K A N S I S C I T Y , MO, USA O R L A N D O - I N I ' L , F L , USA MACAPA, AMAPA, B R A Z I L MUSCAT, OMAN MAROOCHYDORE, QLD, A U S T R A L I A MACEIO, ALAGOAS, B R A Z I L MEDEL L I N , COLOMBIA MAKURDI, N I G E R I A MBANDAKA, Z A I R E M I N D I P T A N A , INDONESIA MAR DEL PLATA, ARGENTINA HARRISBURG-OLMSTEAD ST, PA, USA CHICAGO-MIDWAY, I L , USA MENDOZA, ARGFNTINA MEDINA, SAUDI A R A B I A MALANGE, ANGOLA MELBOURNE, V I C T O R I A , A U S T R A L I A MEMPHIS, I N , USA MEDAN, I N D O N E S I A MEXICO C I T Y , MEXICO MC ALLEN, TX, USA MEDFOR, OR, USA MFUWE, ZAMBIA MANAGUA, NICARAGUA MONTGOMERY, A L , USA MOGADISHU, SOMALIA MASHAD, I R A N MANCHESTER, NH, USA M I A M I , FL, USA MERIDA, MEXICO M I L A N , I T A L Y MONASTIR, T U N I S I A MAIDUGURI , k l G E R I A M B U J I - M A Y I , Z A I R E MAJUNGA, MADAGASCAR MYTILENE, GREECE MILWAUKEE, W I , USA MALACCA, M A L A Y S I A MALTA, MEDI IERRANEAN SEA MELBOURNE, FL, USA MALE, M A L D I V E S MULHOUSE/BASEL, FRANCE MOLINE, I L , USA MONROE, LA, USA MONROVIA, L I B E R I A M I Y A K O J I M A , JAPAN M A N I L A , P H I L I P P I N E S M O B I L E AL/PASCAGOULA, MS, USA MONTES CLAROS, B R A Z I L MOLDE, NORWAY MORONDAVA, MADAGASCAR

HEMISPHR CONUS S T G F Y 8 7 I N G I STGFY88 I N G 2 STGFY89 I N G 3 S T G 7 3 7 INGS

FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN YES FGN NO YES YES FGN FGN FGN FGN FGN FGN FGN FGN FGN YES YES FGN FGN FGN F GN YES FGN FGN YES YES FGN FGN YES FGN FGN YES YES FGN FGN FGN FGN FGN FGN FGN YES FGN FGN YES FGN FGN YES YES FGN FGN FGN YES FGN FGN FGN

A- 10

AIRPORT --.-

MOT MPL MPM MRS MRU MRY MSN MSO MSP MSR MSY MSZ MTS MTY MUC MUX MU2 MVB MVD MVR MWZ MXP MXZ MY J MY R MYW MYY MZG MZM MZT NAG NAK NAN NAP NAS NAT NBO NCE NCL NDD NDJ NGE NGO N I M NKC NKG N L A NLK NNG NOS N OU NOV N P t NQN NRT NUE NVT OA J OAK ODE OGG OGN OGX OHD O I T OKA OKC OK J O L B OMA OM E OM0 ONT OOL OPO

APTDEF -.-..-.-.----------.----.-.-..-

MINOT, ND, USA MONTPELL IER, FRANCE MAPUTO, MOZAMBIQUE MARSEILLE, FRANCE M A U R I T I U S , M A U R I T I U S MONTEREY, CA, USA MADISON, M I , USA MISSOULA, MT, LJSA M I N N E A P O L I S - S T PAUL, MN, USA MUENSTER, FRG NEW ORLEANS, LA, USA NAMIBE, ANGOLA M A N Z I N I , SWAZILAND MONTERREY, MEXICO MUNICH, FRG MULTAN, P A K I S T A N MUSOMA, T A N Z A N I A FRANCEVILLE, GABON MONTEVIDEO, URUGUAY MAROUA, REP OF CAMEROON MWANZA, T A N Z A N I A MILAN-MALPENSA, I T A L Y M E I X I A N , P . R. C H I N A MATSUYAMA, S H I K I K U , JAPAN MYRTLE BEACH, SC, USA MTWARA, T A N Z A N I A M I R I , SARAWAK, M A L A Y S I A MAKUNG, TAIWAN METZ, FRANCE MAZATLAN, MEXICO NAGPUR, I N D I A NAKHON RATCHASIMA, T H A I L A N D N A D I , F I J I NAPLES, I T A L Y NASSAU, BAHAMAS NATAL, B R A Z I L N A I R O B I , KENYA N I C E , FRANCE NEWCASTLE, ENGLAND SUMBE, ANGOL A N'DJAMENA, CHAD N'GAOLJNDERE, REP OF CAMEROON NAGOYA, JAPAN NIAMEY, N I G E R NOUAKCHOTT, M A U R I T A N I A NANJING, P . R. C H I N A NDOLA, Z A M B I A NORFOLK I S L A N D , P A C I F I C OCEAN NANNING, P . R. C H I N A NOSSIBE, MADAGASCAR NOLJMEA, NEW CALEDONIA HIJAMBO, ANGOLA NAPIER, NEW ZEALAND NEUQUEN, ARGENTINA TOKYO-NARITA, JAPAN NUREMBLJRG, FRG NAVEGANTES, B R A Z I L JACKSONVILLE, NC, USA OAKLAND, SAN FRANCISCO, CA, USA ODENSE, DENMARK K A H U L U I , MAIJI , HA, (JSA YONAGUNI -J IMA, JAPAN OIJARGLA, A L G E R I A OHRID, YUGOSLAVIA O I T A , JAPAN OKINAWA, RYUKYU I S , JAPAN OKLAHOMA C I T Y , OK, USA OKAJAMA, JAPAN O L B I A , I T A L Y OMAHA, NB, USA NOME, AS, USA MOSTAR, YUGOSLAVIA ONTARIO, CA, USA GOLD COAST, QLD, A U S T R A L I A OPORTO, PORTUGAL

HEMISPHR CONUS S T G F Y 8 7 I N G l STGFY88 I N G 2 STGFY89 1NG3 S T G 7 3 7 I N G S

YES FGN FGN FGN FGN YES YES YES YES FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES YES FGN NO FGN FGN FGN FGN FGN YES FGN FGN YES NO FGN YES FGN FGN

A- 11

AIRPORT . - - - . . .

ORD OR F OR H ORK ORN ORY OSA OSD OSL OSM OT P 01 2 OU A OUD OUE OZZ PAP PAT P B I PBM PCL PDB PD L PDP PDX PEK PEM PEN PER PEW PHC PHE PHL P H s PHX P I A P I E P I K P I T P I U P L Z PMA PMC PME PM I PMO PMR PNA PNQ PNR PNS PNZ POA POG POL POS PPG PPP PPT PRG PSA PSC PSG P S I PSP P S S PTY PUB PUQ PUS PUY PVD PVH PVK PVR

APTDEF

CHICAGO-O'HARE, I L , USA NORFOLK-VA. BEACH, VA, USA WORCESTER, MA, USA CORK, IRELAND ORAN, A L G E R I A P A R I S - ORLY ARPT, FRANCE OSAKA, JAPAN OSTERSUND, SWEDEN OSLO, NORWAY MOSUL, I R A Q BUCHAREST-OTOPENI, ROMANIA KOTZEBUE, AS, USA OUAGADOUGOU, BURKINA FASO OUJDA, MOROCCO OUESSO, PEOP REP OF CONGO OUARAZATE, MOROCCO PORT A U PRINCE, H A I T I PATNA, I N D I A WEST PALM BEACH, FL , USA PARAMARIBO, REP OF SURINAME PUCAI LPA, PERU PEDRO BAY, AS, USA PONTA DELGADA, PORTUGAL (AZORES) PUNTA DEL ESTE, URUGUAY PORTLAND, OR, USA B E I J I N , P. R. C H I N A PUERTO MALDONADO, PERU PENANG, M A L A Y S I A PERTH, WA, A U S T R A L I A PESHAWAR, P A K I S l A N PORT HARCOURT, N I G E R I A PORT HEDLAND, WA, A U S T R A L I A PHILADELPHIA/WILMINGTON, PA, USA PHITSANULOK, THAILAND PHOENIX, AZ , USA PEORIA , I L , USA TAMPA-ST. PETERSBURG, FL, USA GLASGOW-PRESTWICK, SCOTLAND PITTSBURGH, PA, USA P IURA, PERU POR1 E L I Z A B E T H , SOUTH A F R I C A PEMBA ISLAND, TANZANIA PUERTO MONTI, C H I L E PORTSMOUTH, UK PALMA MALLORCA ISLAND, S P A I N PALERMO, I T A L Y PALMERSTON, NEW ZEALAND PAMPLONA, S P A I N POONA, I N D I A P O l N T E NOIRE, PEOP REP OF CONGO PENSACOLA, FL, USA PETROLINA, B R A Z I L P O R I O ALEGRE, B R A Z I L PORT G E N T I L , GABON PEMBA, MOZAMBIQUE PORT OF SPAIN , TRIN IDAD/TOBAGO PAGO PAGO, SAMOA PROSERPINE, OLD, A U S T R A L I A PAPEETE, SOCIETY I S , FR POLYNESIA PRAGUE, CZECHOSLOVAKIA P I S A , I T A L Y PASCO, WA, USA PETERSBURG, AS, USA P A S N I , P A K I S T A N PALM SPRINGS, CA, USA POSADAG, ARGENTINA PANAMA C I T Y , PANAMA PUEBLO, CO, USA PUNTA ARENAS, C H I L E PUSAN, REP OF KOREA PULA, YUGOSLAVlA PROVIDENCE, R I , USA PORT0 VEL HO, B R A Z I L PREVEZA/LEFKAS, GREECE PUERTO VALLARTA, MEXICO

HEMISPHR CONUS S T G F Y 8 7 I N G I STGFY88 I N G 2 STGFY89 I N G 3 S T G 7 3 7 INGS

YES YES YES FGN F GN FGN FGN F GN FGN FGN FGN NO FGN FGN FGN FGN FGN FGN YES FGN FGN NO FGN FGN YES FGN FGN FGN FGN FGN FGN FGN YES FGN YES YES YES FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN F GN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES NO FGN YES FGN FGN YES FGN FGN FGN YES FGN FGN FGN

A- 12

AIRPORT - -

PWM PXO PZO PZU QTV RAE RAH RA J RAK RAP RAR RAS RBA RBR RCLJ RDD RDU REC REL RES RGA RGL RGN RHO R I C R I J R I Y R J K RKT RNN RNO ROA ROB ROC ROK ROR ROS ROT RPR RRS RSW RTB RUH RUN SAB SAH SAL SAN SAO SAP SAT SAV SBA SBN SCC SCK SCL SCN SCQ SDA SDD SD E SD F SD J SD K SDQ SEA SEL SEZ SFA SFN S F 0 S F 1 SGF SGN

PORTLAND, ME, USA N PORT0 SANTO, PORTUGAL (MADEIRA) N PUERTO OROAZ, VENEZUELA N PORT SLJDAN, SUDAN N TREVISO, I T A L Y N ARAR, SAUDI ARABIA N RAFHA, SAUDI ARABIA N RAJKOT, I N D I A N MARRAKECH, MOROCCO N R A P I D CITY, SD, USA N RAROTONGA, COOK ISLAND, S. P A C I F I C S RASHT, I R A N N RABAT, MOROCCO N R I O BRANCO, B R A Z I L S R I O CUARTO, ARGENTINA S REDOING, CA, USA N RALEIGH-DURHAM, NC, USA N RECIFE, B R A Z I L S TRELEU, ARGENTINA S RESISTENCIA, ARGENTINA S R I O GRANDE, ARGENTINA S R I O GALLEGOS, ARGENTINA S RANGOON, BURMA N RHODES, GREECE N RICHMOND, VA, l!SA N RIOJA, PERU S RIYAN, YEMEN N R I J E K A , YUGOSLAVIA N RAS AL KHAIMAH, U. A. EMIRATES N RONNE , DENMARK N RENO, NV, USA N ROANOKE, VA, USA N MONROVIA ROBERTS, L I B E R I A N ROCHESTER, NY, USA N ROCKHAMPTON, QLD, AUSTRALIA S KOROR, PALAU ISLAND, P A C I F I C OCEAN N ROSARIO, ARGENTINA S ROTORUA, NEW ZEALAND S RAIPLJR, I N D I A N ROROS, NORWAY N FORT MYERS REGIONAL, FL, USA N ROATAN, HONDURAS N RIYADH, SAUDI ARABIA N RELJNION ISLAND, I N D I A N OCEAN S SABA, NETH. A N T I L L E S N SANAA, YEMEN N SAN SALVADOR, E L SALVADOR N SAN DIEGO, CA, USA N SAO PAULO, B R A Z I L S SAN PEDRO, SULA, HONDLJRAS N SAN ANTONIO, TX, USA N SAVANNAH, GA, USA N SANTA BARBARA, CA, USA N SOUTH BEND, I N , USA N PRUDHOE BAY, DEADHORSE, AS, USA N STOCKTON,CA, USA N SANTIAGO, C H I L E S SAARBRUECKEN, FRG N SANTIAGO DE COMPOSTELA, S P A I N N BAGHDAD-SADDAM, I R A Q N LLJBANGO, ANGOLA S SANTIAGO DEL ESTERO, ARGENTINA S LOLJISVILLE, KY, USA N SENDAI, JAPAN N SANDAKAN, SARAH, MALAYSIA N SANTO OOMINGO, DOMINICAN REP N SEATTLE/TACOMA, WA, USA N SEOUL, REP OF KOREA N MAHE I S . SEYCHELLES I S . S SFAX, T U N I S I A N SANTA FE, ARGENTINA S SAN FRANCISCO-OAKLAND, CA, USA N SKELLEFTEA, SWEDEN N SPRINGFIELD, MO, USA N HO C H I MINH, SOC REP OF VIETNAM N

CONUS S - - - - - -

YES FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN YES YES FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN YES YES FGN YES FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN YES FGN FGN YES YES YES YES NO YES FGN FGN FGN FGN FGN FGN YES FGN FGN FGN YES FGN FGN FGN FGN YES FGN YES FGN

I NGS

HEMISPHR CONUS S 1 G F Y 8 7 I N G I STGFY88 I N G 2 S T G F Y 8 9 I N G 3 S T G 7 3 7 INGS AIRPORT APTDEF --..

SHA SHE SH I SHJ SHV SHW S I A S I D S I N S I T S J C S J D S J J S J O S J U SKG SKO SKP SKS SKZ SLA SLC S L L S L Z SM F SM I SNA SNN SNO SOF SPC SPP SPU SRQ SSA SSG ST L STM ST N ST R S l r STV STX SUB SUV SUX SVB SVG svo SVP SVQ SWA SXB SX F SXR SYA SYD SYR SY z SZG I A I TAO TBO TBP 1 B T T BU T B Z 1 C I 1 EE TER T E l TEZ T F F T FN TFS

SHANGHAI, P . R. C H I N A SHENYANG, P. R. C H I N A S H I M O J I S H I M A , JAPAN SHARJAH, U. A. EMIRATES SHREVEPORT, LA, USA SHARURAH, S A U D I A R A B I A X I AN, P . R. C H I N A SAL, CAPE VERDE I S L A N D SINGAPORE, SINGAPORE S I T K A , AS, USA SAN JOSE, CA, USA LOS CABOS, MEXICO SARAJEVO, YUGOSLAVIA SAN JOSE, C O S l R I C A SAN JUAN, PUERTO R I C O THESSALONIK I , GREECE SOKOTO, N I G E R I A SKOPJE, YUGOSLAVIA SKRYDSTRUP, DENMARK SUKKUR, P A K I S T A N SALTA, ARGENTINA S A L T LAKE C I T Y , UT, USA SALALAH, OMAN SAO L U I Z , MARANHAO, B R A Z I L SACRAMENTO, CA, USA SAMOS ISLAND, GREECE ORANGE COUNTY, CA, USA SHANNON, IRELAND SAKON NRKHON, THAILAND SOFIA , BULGARIA SANTA CRUZ L A PALMA, CANARY I S . MENONGUE, ANGOLA S P L I T , YUGOSLAVIA SARASOTA/BRADENTON, FL, USA SALVADOR, B R A Z I L MALABO, EQUATORIAL GUINEA ST L O U I S , MO, USA SANTAREM, B R A Z I L LONDON-STANSTED, ENGLAND, UK STUTTGART, FRG ST THOMAS, V I R G I N I S L A N D S SURAT, I N D I A ST CROIX, V I R G I N I S L A N D S SURABAYA, INDONESIA SUVA, F I J I S IOUX C I T Y , 1 0 , USA SAMBAVA, MADAGASCAR STAVANGER, NORWAY MOSCOW-SHEREMETYE, U.S.S.R. KUITO, ANGOLA S E V I L L E , S P A I N SHANTON, P. R. CHINA SIRASBOURG, FRANCE B E R L I N , GDR SRINAGAR, I N D I A SHEMYA I S . , AS, USA SYDNEY, N.S.W., A U S l R A L I A SYRACUSE, NY, USA SHIRAZ, I R A N SALZBURG, A U S T R I A I A I Z , YEMEN QINGDAO, P.R. C H I N A TABORA, T A N Z A N I A TUMBES, PERU TABA1 INGA, B R A Z I L TONGATAPU, TONGA ISLAND, P A C I F I C T A B R I Z , I R A N TENERIFE, CANARY I S . TBESSA, A L G E R I A TERCEIRA, PORTUGAL (AZORES) TETE, MOZAMBIQUE TEZPUR, I N D I A TEFE, B R A Z I L TENERIFE, SPAIN T E N E R I F F E - R E I N A S O F I A , CANARY I S L A N D N

F GN FGN FGN FGN YES FGN FGN FGN FGN NO YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN YES FGN YES F GN FGN FGN FGN FGN FGN YES FGN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN F GN FGN FGN FGN FGN FGN NO FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN F GN FGN FGN FGN

A-14

AIRPORT - - - -

TGD TGG TGT TGU THE THR T I A T I F T I N T I P T I V TKQ TLE TLH TLM TLS TLV TMM TMR TMS TNG TNN TNR TOE TOL TOS TOY T PA TPE TPP T RD TR I TRN TRU TRV TRW TRZ T SA TSF TSN T SV T T J TTT TUC TU I TUl. TUN TUR TUS TUU TVL TWU TXL TYL TYN TYS UAQ UBA UB J UBP UD I UO R UE L UET U I O LINK URT URY USH UTH UTN UTP UVL VBY VCE

APTDEF

TITOGRAD, YUGOSLAVIA KUALA, TERENGGANU, MALAYSIA TANGA, TANZANIA TEGUCIGALPA, HONDURAS TERESINA, P I A U I , B R A Z I L TEHRAN, IRAN TIRANA, ALBANIA T A I F , SAUDI ARABIA TINDOUF, ALGERIA T R I P O L I , L I B Y A TIVAT, YUGOSLAVIA KIGOMA, TANZANIA TULEAR, MADAGASCAR TALLAHASSEE, FL, USA T IL IMSEN, ALGERIA TOULOUSE, FRANCE TEL AVIV-YAFO, ISRAEL TAMATAVE, MADAGASCAR TAMANRASSET, ALGERIA SAO TOME ISLAND, SAO TOME ISLAND TANGIER, MOROCCO TAINAN, TAIWAN ANTANANARIVO, MADAGASCAR TOZEUR, T U N I S I A TOLEDO, OH, USA TROMSO, NORWAY TOYAMA, JAPAN TAMPA/ST PETERSBURG, FL, USA T A I P E I , TAIWAN TARAPOTO, PERU TRONDHEIM, NORWAY T R I - C I T Y AIRPORT, TN, USA TURIN, I T A L Y TRlJJILLO, PERU TRIVANDRUM, I N D I A TARAWA, REP OF K I R I B A T I TIRUCHIRAPALLY, I N D I A TAIPEI -SUNG SHAN, TAIWAN TREVISO, I T A L Y T I A N J I N , P. R. CHINA TOWNSVI LLE, QLD, AUSTRAL I A TOTTORI, JAPAN TAITUNG, TAIWAN TUCUMAN, ARGENTINA TURA I F , SAlJD I ARAB 1 A TULSA, OK, USA TUNIS, T U N I S I A TUCURU I , BRAZ I L TUCSON, AZ, USA TABUK, SAUDI ARABIA LAKE TAHOE, CA, USA TAWAU, SABAH, MALAYSIA WEST BERLIN, GERMANY TALARA, PERU TAIYUAN, P . R. CHINA KNOXVILLE, TN, USA SAN JUAN, ARGENTINA LJBERABA, BRAZ I L UBE, JAPAN LJBON PATCHATHAN I, THAI LAND UBERLANOIA, BRAZIL (IDA I PUR, I N D I A QUEL IMANE, MOZAMBIQUE QUETTA, PAKISTAN QUITO, ECUADOR UNALAKLEET, AS, USA SURAT THANI, THAILAND GURAYAT, SAUDI ARABIA USHUAIA, ARGENTINA IJDON, THANI, THAILAND UPINGTON, SOUTH AFRICA UTAPAO, THAILAND NEW VALLEY, ARAB REP OF EGYPT VISBY, SWEDEN VALVERDE, CANARY ISLANDS

HEMISPHR CONUS STGFY87 I N G l STGFY88 ING2 STGFY89 1NG3 STG737 INGS

FGN FGN FGN F GN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN YES FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN YES FGN FGN YES FGN YES FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN NO FGN F GN FGN FGN FGN FGN FGN FGN FGN

A-15

AIRPORT APTDEF . - . - -.

VCP VDM VFA VHC V I E V I L V I X VLC VLG VL I VNC VN S VRN VTE VTZ vv I VXC WAW WD H WK J WLG WL S WRG WUH XMN XRY YAK YAM YAO Y BC YBG Y BR Y CB Y CG Y CH YCL YDF YDQ YEG YEV Y FB Y FC Y FO Y FS YGJ Y GL YGW Y GX Y HD YHY YHZ Y J T Y KA Y LW Y MM YMS YMX Y NB Y NG YOL YOW Y PR YQB Y QD Y QG YQH Y QM YQR YQT Y QU Y QX YQY YQZ YRB YRT

SAO P A U L 0 - VIRACOPOS, B R A Z I I VIEDMA, ARGENTINA V I C T O R I A FALL, ZIMBABWE SAURIMO, ANGOLA VIENNA, AUSTRIA DAKHLA, MOROCCO V I I O R I A , E S P I R I T O SANTO, B R A Z I L VALENCIA, S P A I N V I L L A GESELL, ARGENTINA PORT V I L A , VANUATU VENICE, I T A L Y VARANASI, I N D I A VERONA, I1 ALY V I E N T I A N E , LAOS VISHAKHAPATNAM, I N D I A SANTA CRUZ, V I R U V IRU, B O L I V I A L I C H I N G A , MOZAMBIQUE WARSAW, POLAND WINDHOEK, N A M I B I A WAKKANAI, JAPAN WELLINGION, NEW ZEALAND W A L L I S I S , W A L L I S & FUIUNA I S WRANGELL, AS, USA WUHAN, P. R. C H I N A XIAMEN, P. R. CHINA JEREZ DE L A FRONTERA, S P A I N YAKUTAT, AS, USA SAULT S l E MARIE, ONT., CANADA YAOUNDE, REP OF CAMEROON B A I E COMEAU, QUEBEC, CANADA SAGUENAY, QUE, CANADA BRANDON, MAN, CANADA CAMBRIDGE BAY, NWT, CANADA CASTLEGAR, BC, CANADA CHATHAM, NB, CANADA CHARLO, NB, CANADA DEER LAKE, NFLD, CANADA DAWSON CREEK, BC, CANADA EDMONTON, ALTA, CANADA I N U V I K , NUT, CANADA I Q A L I U T , NUT, CANADA FREDERICTON, NB, CANADA F L I N FLON, MAN, CANADA FT SIMPSON, NWT, CANADA YONAGO, JAPAN L A GRANDE, QUE, CANADA KUUJJUARAPIK , QUE, CANADA GILLAM, MAN, CANADA DRYDEN, ONT, CANADA HAY RIVER, NUT, CANADA HALIFAX, NS, CANADA STEPHENVILLE, NFLD, CANADA KAMLOOPS, BC, CANADA KELOWNA, BC, CANADA FT MCMURRAY, ALTA, CANADA YURIMAGUAS, PERU MONTREAL MIKABEL, QUE, CANADA YANBU, SAUDI ARABIA YOUNGSTOWN, OH, USA YOLA, N I G E R I A OTTAWA, ONT, CANADA PRINCE RUPERT, BC, CANADA QUEBEC, QUE, CANADA THE PAS, MAN, CANADA WINDSOR, ONT, CANADA WATSON LAKE, YT, CANADA MONCION, NB, CANADA REGINA, SASK, CANADA THUNDER BAY, ONT, CANADA GRANDE P R A I R I E , ALBA, CANADA GANDER, NFLD, CANADA SYDNEY, NS, CANADA QUESNEL , BC, CANADA RESOLUTE, NT, CANADA RANKIN I N L E T , NWT, CANADA

HEMISPHR CONUS STGFY87 I N G I STGFY88 INGZ STGFY89 I N G 3 S T G 7 3 7 INGS

FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN F GN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN NO F GN F GN FGN NO FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN F GN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN F GN FGN FGN FGN FGN FGN FGN YES FGN FGN FGN F GN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN

A-16

A I RPORT - . . . . . .

YSB YSJ Y SM YSR YTH YUL YUM YlJX YtJY Y VO YVP Y VQ YVR YWG YWK YWL YXC YXD YXE YXJ YXS YXT Y XU YXY YYC YYD YYE YY F YYG YYJ YYL YYQ YYR YYT YYY YYZ YZF Y ZP YZT Y zv Z AD ZAG ZAH ZCO ZHA Z I H ZNZ ZRH ZTH ZUM

APTDE F HEMISPHR CONUS STGFY87 I N G I STGFY88 I N G 2 STGFY89 ING3 STGT37 INGS

SUBDURY, ONT, CANADA SAINT JOHN, NB, CANADA FT SMITH, NUT, CANADA N A N I S I V I K NUT, CANADA THOMPSON, MAN, CANADA MONTREAL, QUEBEC, CANADA YUMA, AZ, USA HALL BEACH, NUT, CANADA ROUYN -NORANDA, QUEBEC, CANADA VAL D'OR, QUE, CANADA FT CHIMO, QUE, CANADA NORMAN WELLS, NWT, CANADA VANCOUVER, BC, CANADA WINNIPEG, MAN, CANADA WABUSH, NFLD, CANADA W I L L I A M S LAKE, BC, CANADA CRANBROOK, BC, CANADA EDMONTON-MUNICIPAL, ALBERTA, CANAD SASKATOON, SASK, CANADA FT ST JOHN, BC, CANADA PRINCE GEORGE, BC, CANADA TERRACE, BC, CANADA LONDON, ONT, CANADA WHITEHORSE, YT, CANADA CALGARY, ALBERTA, CANADA SMITHERS, BC, CANADA FT NELSON, BC, CANADA PENTICTON, BC, CANADA CHARLOTTETOWN, P E I , CANADA VICTORIA, BC, CANADA LYNN LAKE, MAN, CANADA CHURCHILL, MAN, CANADA GOOSE BAY, NFLD, CANADA ST JOHNS, NFLD, CANADA MONT J O L I , QUE, CANADA TORONTO, ONTARIO, CANADA YELLOWKNIFE, NUT, CANADA SANDSPIT, BC, CANADA PORT HARDY, BC, CANADA SETP- ILES, QUE, CANADA ZADAR, YUGOSLAVIA ZAGREB, YUGOSLAVIA ZAHEDAN, IRAN TEMUC0,CHILE ZHANGJIANG, P. R. CHINA IXTAPA/ZIHUATANEJO, MEXICO ZANZIBAR, TANZANIA ZURICH, SWITZERLAND ZAKINTHOS, GREECE CHURCHILL FALLS, NFLD, CANADA

FGN FGN FGN FGN FGN FGN YES FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN F GN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN FGN

APPENDIX B

CONTENTS OF FAA BIRD INGESTION DATA BASE BOEING 737 AIRCRAFT OCTOBER 1986 - SEPTEMBER 1989

This appendix presents the contents of the Boeing 737 bird ingestion data base maintained by the FAA. The appendix presents actual data extracted from the FAA data base which contains bird ingestion data supplied by the engine manufacturers, FAA, and ICAO. The data base contents are described below: COLUMN

EDATE

EVT#

ENG POS -

MFG NO. -

ETIME

SIGN -. EVT

AIRCRAFT

POF

ALTITIJDE

SPEED

FL RULES -.

DESCRIPTION OF COLUMN CONTENTS

Date (mm/dd/yyyy) of ingestion event.

FAA bird ingestion event sequence number reflecting order in which events were entered into the FAA bird ingestion data base.

Engine position of engine ingesting bird. Since each engine ingestion event has a unique record in the data base, duplicate event numbers indicate multiple engine ingestion events. This column provides record uniqueness in such cases.

1 - left engine of 737 airplane 2 - right engine of 737 airplane

Manufacturer's event number. The prefix values 87, 88, and 89 imply ICAO events reported in years 1987, 1988, and 1989 respectively. The value 0 implies events reported from FAA sources.

Local time of bird ingestion.

Significant event factors. ATRWRTHY - engine related airworthiness effects INV POS LOSS - involuntary power loss MULT BIRDS - multiple birds in one engine MULT ENG - multiple engine ingestion (1 bird in each engine) MlJLT ENG-BIRDS - multiple engine ingestion and one or both engines sustained multiple bird ingestion TRVS FRAC - transverse fan blade fracture OTHER - other significant factor, may be reported in REMARKS NONE - no significant factor noted

737 aircraft type.

Phase of flight during which bird ingestion occurred. (TAXT;TAKEOFF;CLIMB;CRUISE;APPROACH;LANDING;UNKNOWN)

Altitude (ft. AGL) at ti.me of bird ingestion.

Air speed (kn) at time of bird ingestion.

Flight rules in effect at time of bird ingestion. IFR - i.nstrument flight rules VFR - visual flight rules UNK - unknown

LTCONDS - L i g h t c o n d i t i o n s a t t i m e o f b i r d i n g e s t i o n . (DARK;LIGHT;DAWN;DUSK;etc.)

WEATHER Weather c o n d i t i o n s a t t ime of b i r d i n g e s t i o n .

CREW AC - Crew a c t i o n t a k e n i n response t o b i r d i n g e s t i o n .

AT0 - a b o r t e d t a k e o f f ATB - a i r t u r n b a c k D I V - d i v e r s i o n UNK - unknown NONE - no crew a c t i o n t a k e n N/A - n o t a p p l i c a b l e OTHER - some a c t i o n t a k e n , may be s p e c i f i e d i n n a r r a t i v e remarks

CREW AL -- I n d i c a t e s wlietller crew a l e r t e d t o p r e s e n c e of b i r d s a t t i m e of b i r d i n g e s t i o n .

(YES;NO;UNKNOWN)

B I R D SEE - I n d i c a t e s whe ther i n g e s t e d b i r d ( s ) s e e n p r i o r t o i n g e s t i o n NO - n o t s e e n YES - s e e n SEVERAL - two t o t e n b i r d s observed FLOCK - more t h a n t e n b i r d s observed

B I R D - NPM Common b i r d name. T r a i l i n g a s t e r i s k ($;) i m p l i e s b i r d n o t p o s i t i v e l y ider i t i f i e d a s such .

B I R D - SPE S p e c i e s of p o s i t i v e l y i d e n t i f i e d b i r d . Alphanumeric i d e n t i f i c a t i o n code which con£ orms t o Edward7 s t conven t ion .

I/ BIRDS - Number of b i r d s i n g e s t e d . An a s t e r i s k (* ) i m p l i e s more t h a n one b i r d ; however, t h e e x a c t count i s unknown.

WT OZ 1 - Weight ( o z . ) of f i r s t i n g e s t e d b i r d .

CTY PRS - Scheduled c i t y p a i r s of a i r c r a f t o p e r a t i o n . ( f rom c o d e : t o code) 3 - l e t t e r c i t y a i r p o r t code. R e f e r e n c e AIRPORT column i n Appendix A.

AIRPORT A i r p o r t a t which b i r d i n g e s t i o n e v e n t o c c u r r e d . 3- o r & - l e t t e r a i r p o r t code. See AIRPORT column i n Appendix A.

LOCALE N e a r e s t town, s t a t e , c o u n t r y , e t c . . US -- l N C I D I n d i c a t e s whe ther b i r d i n g e s t i o n o c c u r r e d w i t h i n US bour idar ies .

(YES ;NO)

ENGINE Engine model. (CFM56;JT8D)

DASH Engine d a s h number.

- .-

+Edwards , E.P. , "A Coded L i s t of B i r d s of t h e Worlds," IBSN:911882-04-9, 1974

DMG - CODE Letter codes summarizing engine damage resulting from the bird ingestion. This column does not exist in the actual FAA data base, but was developed by the contractor to compress 17 YES/NO damage fields into a single column. A letter code appears for damage columns whose values are YES. In the explanation of dama~e codes below, a number in parentheses indicates the damage severity code which is further explained in the SEVERITY column. The data base column name is given in the explanation of the damage code. A(4) - ENG DAM; engine damaged due to bird ingestion B(3) - LEE EDG; leading edge distortionlcurl, minor fan blades

C(3) - BENIDEN; one to three fan blades bent or dented D(2) - BE/DE>3; more than three fan blades bent or dented E(3) - TORN<10; one to ten fan blades torn F(2) - TORN>10; more than ten fan blades torn G(2) - BROKEN; broken fan blade(s), leading edge andlor tip

pieces missing; other blades also dented H(3) - SHINGLED; shingled (twisted) fan blades I(1) - TRVSFRAC; transverse fracture - a fan blade broken

chordwise (across) and the piece liberated (includes secondary hard object damage)

5(2) - SPINNER; dented, broken, or cracked spinner (includes spinner cap)

K(1) - CORE; bentlbroken compressor bladeslvanes, blade/vane clash, blocked/disrupted airflow in low, intermediate, and high pressure compressors

L(3) - NACELLE; dents and/or punctures to the engine enclosure (includes cowl)

M(1) - FLANGE; flange separations N(2) - RELEASED; released (walked) fan blades (blade retention

mechanism broken) O(1) - TURBINE; turbine damage P - OTHER; any damage not previously listed Q - UNKNOWN;

SEVERITY Numeric code indicating the severity of engine damage resulting from the bird ingestion. This column was developed by the contractor after analyzing reported damage in the data base. The lower the severity code, the more severe the damage. The severity rating of a flight is determined as the lowest severity rating a~tained by any of the damage categories. Corresponding severity ratings for each damage category were presented in the DMG - CODE discussion above. 1 - most severe damage (damage is known) 2 - moderately severe damage (damage is known) 3 - least severe damage (damage is known) 4 - damage indicated, but not specified 9 - no damage reported

POW - LOSS Degree of power loss as a result of bird ingestion NONE - no power loss EPR DEC - engine pressure ratio decrease SPOOL DOWN - engine spooled down N1 CHANGE - N1 rotor change N2 CHANGE - N2 rotor change

COMPRESSOR - compressor s u r g e l s t a l l ~

UNKNOWN - unknown whether power 10s s occurred

MAX - VIBE Maximum v i b r a t i o n r epor t ed a s a dimensionless u n i t .

THROTTLE Voluntary t h r o t t l e change by crew i n response t o b i r d i n g e s t i o n . ADVANCE - vo lun ta ry t h r o t t l e advance RETARD - vo lun ta ry t h r o t t l e r e t a r d IDLE - vo lun ta ry t h r o t t l e r e t a r d t o i d l e CUTOFF vo lun ta ry t h r o t t l e r e t a r d t o c u t o f f NONE - no vo lun ta ry t h r o t t l e change

1 FSD I n d i c a t e s whether i n - f l i g h t shutdown occurred i n response t o b i r d i n g e s t ion.

NO - no sIlutdown VIBES - shutdown due t o v i b r a t i o n s STALfSURG - shutdown due t o compressor s t a l l f s u r g e H I EGT - shutdown due t o h igh exhaust gas tempera ture EPR - shutdown due t o i n c o r r e c t engine p r e s s u r e r a t i o INVLNTRY - i nvo lun ta ry engine shutdown PARAMTRS - shutdown due t o i n c o r r e c t engine parameters OTHER - o t h e r reasons , may be l i s t e d i n remarks UNKNOWN - unkrlown cause f o r shutdown

REMARKS Nar ra t ive d e s c r i p t i o n provid ing a d d i t i o n a l i ~ i f o r m a t i o n concerning some aspec t of t h e inges t ion .

DA

TA S

OU

RC

ES:

EN

GIN

E M

ANU

FAC

TUR

ER

OR

ICA

O

NONE

3

00

16

:20:

00

NONE

3

00

NO

NE

30

0

NONE

2

00

NO

NE

30

0

NONE

3

00

NO

NE

20

0

NONE

2

00

8:

00:0

0 M

ULT

EN

G

30

0

8:00

:00

MU

LT

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3

00

NO

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20

0

MU

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EN

G-B

IRD

S

30

0

MU

LT

EN

G-B

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S

30

0

NONE

2

00

NO

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20

0

NONE

2

00

NO

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20

0

NONE

2

00

NO

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20

0

MU

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2

00

NO

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20

0

MU

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3

00

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30

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S

20

0

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20

0

NONE

3

00

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30

0

NONE

3

00

NO

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20

0

NONE

2

00

NO

NE

20

0

NONE

3

00

NO

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30

0

NONE

2

00

NO

NE

20

0

NONE

2

00

NO

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20

0

NONE

3

00

NO

NE

30

0

NONE

3

00

21

:13:

00

NONE

2

00

NO

NE

20

0

NONE

2

00

18

:30:

00

MU

LT

EN

G-B

IRD

S

20

0

18:3

0:00

M

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2

00

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30

0

NONE

3

00

NO

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30

0

15:5

1:00

NO

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20

0

23:0

8:00

NO

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20

0

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3

00

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13:0

0:00

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30

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20

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15:5

0:00

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20

0

19:3

0:00

NO

NE

20

0

NONE

3

00

NO

NE

20

0

NONE

2

00

NO

NE

20

0

7:14

:00

MU

LT

BIR

DS

2

00

16

:00:

00

NONE

3

00

19

:00:

00

NONE

3

00

M

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B

IRD

S

30

0

MU

LT

BIR

DS

2

00

15

:30:

00

NONE

3

00

NO

NE

20

0

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NO

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'

APPENDIX C STATISTICAL HYPOTHESIS TESTING

Statistical analyses are based on an underlying probabilistic model of the processes that give rise to the data. For example, to provide the basis for comparing the weights of ingested birds in the United States and overseas it is necessary to hypothesize an underlying random distribution of bird weight:^. Statistical analyses are somewhat more sophisticated than descriptive data analyses and more care is required to ensure that the methods are appropriate for the data.

Statistical analysis is basically formalized inductive reasoning. Hypotheses about bird ingestion hazards are evaluated for consistency with the data that have been collected. Statistical analysis provides the rules for quantifying the level of consistency forming the basis for objective unbiased decisions. The process is known formally as statistical hypothesis testing and a brief outline of the procedure is presented here.

The basis of a statistical hypothesis test is the hypothesis; which is a formal statement about a relationship in the data. In comparing the weight: distributions of United States ingestions versus foreign ingestions, one hypothesis is that there is no difference in the sizes of the birds ingested here versus those ingested overseas. If the data are found to be consistent with the hypothesis it is accepted; otherwise the hypothesis is rejected.

The rules for deciding whether to accept or reject the hypothesis are based on the possible errors that could be made. A type I error refers to the situation in which the hypothesis is true; however we reject the hypothesis. Alternat~ively when we accept the hypothesis when it is not true we commit a type 11 error.

The goal of the statistician is to minimize the likelihood of both types of errors. Unfortunately the likelihood of a type I error is reciprocally linked to the likelihood of a type I1 error so that lowering the likelihood of a type I error will increase the likelihood of a type I1 error. Since only one error can be fully controlled it has become standard practice to control the likelihood of a Type I error; which is called the significance level of the test. The test hypothesis is chosen so that it should be accepted unless there is strong evidence that it is not true and the test is constructed to minimize the likelihood of a type 11 error for the given significance level over a broad range of alternatives.

The mechanics of conducting a statistical hypothesis test are implemented by calculating a test statistic. The test statistic is a function of the data that is related to the test hypothesis. It is usually constructed so that small values are consistent with the null hypothesis and large values are consistent with the alternative hypothesis. The cutoff for accepting or rejecting the null hypothesis is called the critical value and is a function of the desired significance level.

Another aspect in evaluating the efficiency of a statistical test is its ability to detect when the test hypothesis is false. This ability is called the power of the test and is defined to be the probability of rejecting the test hypothesis when it is false. Generally there are many alternatives to

t h e t e s t hypothes is s o t h a t t h e power of t h e t e s t i s a f u n c t i o n of t h e s p e c i f i c a l t e r n a t e hypothes is .

A v a r i a t i o n on t h e s t a t i s t i c a l hypothes is t e s t i s t h e c a l c u l a t i o n of a confidence i n t e r v a l f o r a parameter such a s t h e o v e r a l l p r o b a b i l i t y of i n g e s t i o n ( P O I ) . Since t h e r e i s no s p e c i f i c hypothes is about t h e POI, a confidence i n t e r v a l i s used t o d e s c r i b e t h e range of p r o b a b i l i t i e s t h a t a r e consis tent : w i t h t h e d a t a . The confidence l e v e l a s s o c i a t e d w i t h a con£ idence i n t e r v a l corresponds t o one minus t h e s i g n i f i c a n c e l e v e l of a hypo thes i s t e s t and i s a measure of t h e l i k e l i h o o d t h a t t h e t r u e v a l u e of t h e parameter ( i n t h i s ca se t h e POI) i s conta ined in t h e i n t e r v a l .

)?(US GOVERNMENT PRINTING OFFICE: 1992 - 604-061160124

dotifaaict-91 i32 engine bird ingestion atlantic city

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