Bird Strike in Aviation E-Book

Ahmed F. El-Sayed

• Herausgeber: John Wiley & Sons
• Kategorie: Fachliteratur
• Sprache: Englisch

Seitenzahl: 509

Veröffentlichungsjahr: 2019

Beschreibung

Groundbreaking Handbook Offers Detailed Research and Valuable Methodology to Address Dangerous and Costly Aviation Hazard Though annual damages from bird and bat collisions with aircraft have been estimated at $400 million in the United States and up to $1.2 billion in commercial aviation worldwide and despite numerous conferences and councils dedicated to the issue, very little has been published on this expensive and sometimes-lethal flying risk. Bird Strike in Aviation seeks to fill this gap, providing a comprehensive guide to preventing and minimizing damage caused by bird strike on aircraft. Based on a thorough and comprehensive examination of the subject, Dr. El-Sayed offers different approaches to reducing bird strikes, including detailed coverage of the three categories necessary for such reduction, namely, awareness/education, bird management (active and passive control), and aircraft design. In addition, the text discusses the importance of cooperation between airplanes, airports and air traffic authorities as well as testing methods necessary for certification of both aircraft frame and engine. Other notable features include: * Statistics and analyses for bird strikes with both civil and military helicopters as well as military fixed wing aircrafts, including annual costs, critical flight altitudes, critical parts of aircraft, distance from air base and specifics of date and timing * Thorough review and analysis all fatal bird strike accidents and most non-fatal accidents since 1905, the first book to provide such a reference * The use of numerical methods in analyzing historic data (ex. probability functions, finite element methods for analyzing impact on aircraft structure, experimental measurement technique for displacement, vibration, component distortion, etc.) * Instruction on identification of bird species (using visual, microscopic, and DNA evidence) and details of bird migration to aid air traffic control in avoiding scenarios likely to result in collision With its wealth of statistical data, innovative research, and practical suggestions, Bird Strike in Aviation will prove a vital resource for researchers, engineers and graduate students in aerospace engineering/manufacturing or ornithology, as well as for military and civilian pilots and flight crew or professionals in aviation authorities and air traffic control.

Leseprobe

Table of Contents

Cover

Preface

1 Introduction

Chapter Menu

1.1 Introduction

1.2 Bird Strike: Foreign Object Damage (FOD)

1.3 A Brief History of Bird Strike

1.4 Brief Statistics of Bird Strike

1.5 Classification of Birds Based on Size

1.6 Bird Strike Risk

1.7 Severity of Bird Strikes

1.8 Field Experience of Aircraft Industry and Airlines Regarding Bird Ingestion into Aero Engines

1.9 Bird Strike Committees

References

2 Aircraft Damage

Chapter Menu

2.1 Introduction

2.2 Accidents vs. Incidents

2.3 Consequences of Bird Strike

2.4 Impact Force

2.5 Locations of Bird Strike Damage for Airliners

2.6 Helicopters

2.7 Some Accident Data

References

3 Statistics for Different Aspects of Bird Strikes

Chapter Menu

3.1 Introduction

3.2 Statistics for Bird Strike

3.3 Classifying Bird Strikes

3.4 Classification of Birds Based on Critical Sites in the Aerodrome

3.5 Bird Impact Resistance Regulation for Fixed‐Wing Aircraft

3.6 Bird Impact Resistance Regulation for Rotorcrafts

3.7 Statistics for Fixed‐Wing Civilian Aircraft

3.8 Military Aviation

3.9 Bird Strikes on Helicopters (Rotating Wing Aircraft)

3.10 Birds Killed in Strikes with Aircraft

References

4 Fatal Bird Strike Accidents

Chapter Menu

4.1 Introduction

4.2 Civil Aircraft

4.3 Fatal Accidents of Civil Aircraft

4.4 Statistics for Civil Aircraft Accidents

4.5 Statistics for Bird Strike Incidents/Accidents in the USA (1990–2015)

4.6 Statistics for Russian Accidents (1988–1990)

4.7 Military Aircraft

4.8 Helicopters

4.9 Conclusions

References

5 Bird Migration

Chapter Menu

5.1 Introduction

5.2 Why Do Birds Migrate?

5.3 Some Migration Facts

5.4 Basic Types of Migration

5.5 Flight Speed of Migrating Birds

5.6 Navigation of Migrating Birds

5.7 Migration Threats

5.8 Migratory Bird Flyways

5.9 Radio Telemetry

References

6 Bird Strike Management

Chapter Menu

6.1 Introduction

6.2 Why Birds Are Attracted to Airports

6.3 Misconceptions or Myths

6.4 The FAA National Wildlife Strike Database for Civil Aviation

6.5 Management for Fixed‐Wing Aircraft

6.6 Control of Airport and Surroundings

6.7 Active Controls

6.8 Habitat Modification or Passive Management Techniques

6.9 Air Traffic Service Providers

6.10 Aircraft Design

6.11 Rotary‐Wing Aviation

6.12 Bird Avoidance

References

7 Airframe and Engine Bird Strike Testing

Chapter Menu

7.1 Introduction

7.2 Bird Impact Test Facilities

7.3 Details of Some Test Facilities

7.4 Certification Requirements

7.5 Airframe Testing of Transport Aircraft

7.6 Airframe Testing of Military Aircraft

7.7 Engine Testing of Civil and Military Aircraft

7.8 Helicopters

References

8 Numerical Simulation of Bird Strike

Chapter Menu

8.1 Introduction

8.2 Numerical Steps

8.3 Bird Impact Modeling

8.4 Numerical Approaches for Bird Strike

8.5 Case Study

References

9 Bird Identification

Chapter Menu

9.1 Introduction

9.2 Collecting Bird Strike Material

9.3 Reporting and Shipping

9.4 Methods Used to Identify Bird Strike Remains

9.5 Accident Analysis

References

Index

End User License Agreement

List of Tables

Chapter 2

Table 2.1 Details of some bird strike accidents: fixed‐wing aircraf...

Table 2.2 Details of some bird strike accidents: rotary‐wing aircra...

Chapter 3

Table 3.1 Single and multiple strikes [2].

Table 3.2 Summary of percentages of bird strikes with different par...

Table 3.3 US Civil aircraft components reported as being struck and...

Table 3.4 Bird strike with turbofan engines installed to wings of s...

Table 3.5 Bird strike with turbofan engines installed to the fusela...

Table 3.6 Damage to aircraft parts powered by turbofan/turbojet vs....

Table 3.7 Number of reported bird strikes to commercial and general...

Table 3.8 Bird strike data for the UK and Canada in different fligh...

Table 3.9 Reported bird strike with US civil aircraft (including US...

Table 3.10 Reported time of occurrence of wildlife strikes with civ...

Table 3.11 Aircraft classification [2].

Table 3.12 Percentage of multiple strikes causing damage to each ai...

Table 3.13 Severity and probability levels for a strike with a part...

Table 3.14 Samples for critical bird species that frequently collid...

Table 3.15 Top five species causing moderate/substantial damage

fro

...

Table 3.16 Class A, B, and C aviation mishaps due to bird strike.

Table 3.17 Bird strikes by impact altitude [31].

Table 3.18 Bird strikes by different military aircraft groups [31]....

Table 3.19 Bird strikes for military aircraft by flight phase [31]....

Table 3.20 Reported time of occurrence of bird strikes with militar...

Table 3.21 Percentage of bird strike of military aircraft by part [...

Table 3.22 Costs of bird strikes with US Air Force and Navy aircraf...

Chapter 4

Table 4.1 Aircraft accidents by causes.

Table 4.2 Yearly fatal accident rates per million of flights.

Table 4.3 Percentages of fatal accidents (2007–2016) [12].

Table 4.4 Number of strikes to civil aircraft causing a human fatal...

Table 4.5 Minimum projected annual losses in aircraft downtime (hou...

Table 4.6 Number of civil aircraft with reported damage resulting f...

Table 4.7 The distribution of bird strikes by height in Russia (198...

Table 4.8 Distribution of bird strike by the phase of flight in Rus...

Table 4.9 Part damaged of aircraft due to a bird strike in Russia (...

Table 4.10 Minimum numbers of military aircraft of 10 counties lost...

Table 4.11 Distribution of bird strike by the phase of flight in ex...

Table 4.12 Part damaged of aircraft due to bird strike in Ex‐Soviet...

Table 4.13 Bird strike distribution based on time and weather condi...

Table 4.14 Bird strikes by aircraft in the USA (1980–1982) [35].

Table 4.15 Bird strikes 2016 in Royal Norwegian Air Force [46] ...

Table 4.16 Comparison of bird strikes with civilian and military ai...

Table 4.17 Number of all reported and damaging wildlife strikes for...

Table 4.18 The annual number of reported bird strikes with civil he...

Table 4.19 Percentage of reported bird strikes, by the phase of fli...

Table 4.20 The percentages of bird strike by the time of day [52]. ...

Table 4.21 The number of most critical bird strikes and damaging st...

Chapter 5

Table 5.1 Number of migrating birds through different countries in ...

Table 5.2 A comparison between the three types of radio transmitter...

Chapter 6

Table 6.1 Misconceptions or myths associated with bird strike [4–8]...

Table 6.2 Reported strike totals per year by US airport from 2006 t...

Table 6.3 Shooting data in a case study of JFK International Airpor...

Table 6.4 Active and passive control methods most often used for va...

Table 6.5 The effectiveness of the most important methods for bird ...

Table 6.6 FAA regulations.

Chapter 7

Table 7.1 Original and revised FAR 33 engine certification bird wei...

Chapter 8

Table 8.1 Densities of the sections of the multi‐material bird mode...

Table 8.2 Advantages and disadvantages of the Lagrangian formulatio...

Table 8.3 Advantages and disadvantages of the Eulerian formulation ...

Table 8.4 Advantages and disadvantages of the ALE method in bird st...

Table 8.5 Advantages and disadvantages of the SPH method in bird st...

Chapter 9

Table 9.1 Dependence of success of DNA methods on the age of the sa...

List of Illustrations

Chapter 1

Figure 1.1 Birds threatening a flying aircraft [27].

Figure 1.2 Birds threatening aircraft on ground movements.

Figure 1.3 Birds are surrounding Space Shuttle Atlantis in 2002. ...

Figure 1.4 A turkey vulture flew right into Space Shuttle Discovery...

Figure 1.5 Foreign object damage.

Figure 1.6 Airborne animates (a) Bird [28]. (b) Bat [29].

Figure 1.7 First bird strike in 1905.

Figure 1.8 First bird strike fatality.

Figure 1.9 Bird strikes for US civilian aircraft.

Figure 1.10 Small bird species of less than 2 lb.

Figure 1.11 Small – medium bird species (2–4 lb).

Figure 1.12 Medium‐large bird species (4–8 lb).

Figure 1.13 Large bird species (8–12 lb).

Figure 1.14 Ditching of Airbus 320 in Hudson River.

Figure 1.15 Massive bird species (12–30 lb).

Figure 1.16 Damage of Beechcraft C‐99 turboprop after striking a we...

Figure 1.17 Damage of turbofan engine powering Boeing 757–200 Delta...

Figure 1.18 Fokker 50 aircraft landed on its belly at Jomo Kenyatta...

Figure 1.19 Damage of a C130 military aircraft due to Bald eagle st...

Figure 1.20 Damage of an F15E military aircraft due to bird strike ...

Figure 1.21 Damage of the windshield of a helicopter.

Chapter 2

Figure 2.1 Birds threat to aircraft.

Figure 2.2 Locations of bird collisions with aircraft structure [41...

Figure 2.3 Impact of a bird with aircraft.

Figure 2.4 Damage due to bird strike.

Figure 2.5 Damage to C‐130 due to Hawk impact on the nosecone [39]....

Figure 2.6 CRJ‐200R with damaged radome.

Figure 2.7 Damage to the nose of Fed Ex MD11 cargo aircraft.

Figure 2.8 Damage to the nose cone of United Airlines B737 aircraft...

Figure 2.9 Damage to radome of Airbus 320. Source:

Figure 2.10 A large dent in a radome of a Boeing 757.

Figure 2.11 A huge hole in a radome of an Egyptair Boeing 737‐800: ...

Figure 2.12 Rupture hole in the radome of Russian aircraft An‐24. ...

Figure 2.13 Typical accidents due to bird strike with aircraft wind...

Figure 2.14 Damage to windshield of PA‐34 aircraft.

Figure 2.15 Damage to windshield of Cessna 206 aircraft.

Figure 2.16 Typical accidents due to bird strike penetrating windsh...

Figure 2.17 Windshield and flight deck accident for Beech C‐99 airc...

Figure 2.18 Landing gear accidents due to bird strike.

Figure 2.19 A peregrine falcon wedged in the landing gear of an Emb...

Figure 2.20 Damaged tires of Boeing 757‐200 after an aborted takeof...

Figure 2.21 Russian aircraft Jak‐40 experiencing a bird strike.

Figure 2.22 A bird penetrated the fuselage of Pilatus PC‐12/45.

Figure 2.23 F‐16 canopy after a bird strike [44].

Figure 2.24 Typical bird strike incidents with wings.

Figure 2.25 Damage to wing of Boeing 737‐800 due to bird strike. ...

Figure 2.26 Damage to wings of small aircraft due to bird strike. ...

Figure 2.27 Damage to wing of Piper PA‐28.

Figure 2.28 Damage to wing of Cessna aircraft due to bird strike. ...

Figure 2.29 Damage to wing of Diamond 20.

Figure 2.30 Bird strike on An‐24 aircraft.

Figure 2.31 Damage to empennage caused by bird impacts.

Figure 2.32 Compressor surge and flame out [46].

Figure 2.33 Concorde Aircraft during landing [45]

Figure 2.34 Typical engine damage arising from bird strike for seve...

Figure 2.35 Damage to fan blades of an engine installed on Airbus A...

Figure 2.36 Blade damage to engine #2 of Boeing‐767.

Figure 2.37 Blade damage to engine #2 of Fokker‐100.

Figure 2.38 Damage to engine #1 of MD‐80 aircraft in 2004.

Figure 2.39 Damaged fan blades of turbofan engine #1 powering Airbu...

Figure 2.40 Damage to engine due to a flock of burrowing owls.

Figure 2.41 Damage to engine powering Hawker 800 business jet struc...

Figure 2.42 Damage to engine of Boeing 767 in 2013.

Figure 2.43 Damage to 1st and 2nd stage blades of a low‐pressure co...

Figure 2.44 The 140 × 30 × 10 mm dent on the AI‐24 engine's air inl...

Figure 2.45 Flight track of the aircraft.

Figure 2.46 Evacuating passengers from US Airways Flight 1549 using...

Figure 2.47 Evacuating US Airways Flight 1549.

Figure 2.48 Sinking of US Airways Flight 1549.

Figure 2.49 Recovering of an engine from US Airways Flight 1549. ...

Figure 2.50 Damage to propeller blade of a DASH DHC8 aircraft.

Figure 2.51 V‐22 Osprey aircraft [40].

Figure 2.52 Bird strike with hydraulic pump of V‐22 Osprey aircraft...

Figure 2.53 Bird wedged behind the hydraulic pump of V‐22 Osprey ai...

Figure 2.54 Typical damage to helicopters as a result of bird strik...

Figure 2.55 Damage to windshield of MedFlight helicopter.

Figure 2.56 Windshield of a Sikorsky UH‐60 Black Hawk after impact ...

Figure 2.57 Inside the Sikorsky UH‐60 Black Hawk after impact with ...

Figure 2.58 Bird strike with a Bell 407 air ambulance helicopter. ...

Figure 2.59 Bird strike with a Mi‐8 helicopter.

Chapter 3

Figure 3.1 Flock of blackbirds.

Figure 3.2 Vulture soaring at 100–4000 ft or above.

Figure 3.3 Northern Harrier hovering at 2200 ft.

Figure 3.4 Birds squatting on the runway to rest.

Figure 3.5 Pariah Kites.

Figure 3.6 American Crow.

Figure 3.7 Kestrel.

Figure 3.8 Percentages of bird strike, Airbus Industries.

Figure 3.9 Percentages of bird strike, EASA.

Figure 3.10 Percentages of bird strike, Russian statistics.

Figure 3.11 Parts of aircraft struck by birds, Asia‐ Pacific region...

Figure 3.12 Location on the aircraft which was struck and damaged b...

Figure 3.13 Wing and fuselage installations. (a) Engines on wings, ...

Figure 3.14 Airbus A400, powered by four turboprop engines.

Figure 3.15 Parts of aircraft powered by turboprop engines struck b...

Figure 3.16 Survey of the number of strikes during the day or at ni...

Figure 3.17 Percentages of bird strikes per different altitude band...

Figure 3.18 Bird strike versus altitude AGL.

Figure 3.19 The number of reported bird strikes for commercial avia...

Figure 3.20 The number of reported bird strikes for general aviatio...

Figure 3.21 Number of damaging strikes at different height bands in...

Figure 3.22 Statistics for bird strike in Australia for different p...

Figure 3.23 Statistics of bird strikes in Panama City's Tocumen Int...

Figure 3.24 The number of reported wildlife strikes with civil airc...

Figure 3.25 The number of reported wildlife strikes causing damage ...

Figure 3.26 Strike rate (number of reported bird strikes per 100 00...

Figure 3.27 The damaging strike rate (number of reported damaging s...

Figure 3.28 The number of bird strike in the USA, Canada, and the U...

Figure 3.29 The percentage of reported bird and bat strikes with ci...

Figure 3.30 The number of bird and bat strikes with civil aircraft ...

Figure 3.31 The number of bird strikes during different parts of th...

Figure 3.32 Daily bird strike distribution in Canada in 1999 (inclu...

Figure 3.33 Number of bird strikes by the time of day in Australia ...

Figure 3.34 The percentage of bird strikes for different continents...

Figure 3.35 Bird strikes by region.

Figure 3.36 Bird mass and number of accidents.

Figure 3.37 Aircraft category plotted against the percentage of str...

Figure 3.38 The proportion of multiple strikes resulting in damage ...

Figure 3.39 Severity versus the probability of bird strike for diff...

Figure 3.40 Rapid increase in the population of American white peli...

Figure 3.41 Population of North American snow geese.

Figure 3.43 Population of North American Canada geese.

Figure 3.44 Military accidents and incidents in the period 1966–197...

Figure 3.45 Bird strike counts for civilian and military aircraft i...

Figure 3.46 Annual cost of bird strike from 1966 to 1975.

Figure 3.47 Bird strikes with military aircraft in 1975 versus flyi...

Figure 3.48 Bird strikes with different types of military aircraft....

Figure 3.49 Bird strike at different flight phases for military air...

Figure 3.50 Bird strikes by the distance from the base. (a) In 1974...

Figure 3.51 Bird strike by month (data from 1965–1975).

Figure 3.52 Number of birds strikes with helicopters in the period ...

Figure 3.53 Percentages of bird strike with different parts of a he...

Figure 3.54 Monthly record for the proportion of reported strikes, ...

Figure 3.55 Crash of HH‐60G helicopter due to strike with a Pink‐fo...

Chapter 4

Figure 4.1 Number of fatal accidents in the period 1950–2015.

Figure 4.2 Yearly number of fatal accidents and the number of fligh...

Figure 4.3 The annual worldwide fatal and non‐fatal accidents due t...

Figure 4.4 Yearly fatal accident rates per million of flights in th...

Figure 4.5 Number of fatalities in the period from 1950 to 2015. ...

Figure 4.6 Accidents by flight phase as a percentage of all acciden...

Figure 4.7 Different phases of flight.

Figure 4.8 Phase of flight during which the bird strike occurred an...

Figure 4.9 Lockheed Electra.

Figure 4.10 Lockheed Electra Tail section lifted out of the harbor....

Figure 4.11 Vickers Viscount accident.

Figure 4.12 Falcon 20 accident.

Figure 4.13 Ilyushin Il‐18D aircraft [60].

Figure 4.14 DC‐10‐30CF accident.

Figure 4.15 BAe 125 aircraft accident.

Figure 4.16 SN Boeing 737‐229C aircraft accident. (a) Aircraft on f...

Figure 4.17 Convair CV‐580 aircraft accident.

Figure 4.18 Lear 35A aircraft accident.

Figure 4.19 Wreckage of Boeing 737–200 and a speckled pigeon.

Figure 4.20 Antonov 124 [61].

Figure 4.21 An‐12 [62].

Figure 4.22 Air France Concorde [63].

Figure 4.23 Merlin III aircraft [64].

Figure 4.24 Antonov An‐8 aircraft [65].

Figure 4.25 Cessna 172 accident.

Figure 4.26 Boeing 747‐200 accident.

Figure 4.27 Airbus A320‐214 ditched in Hudson River. (a) Evacuation...

Figure 4.28 Royal Air Maroc (Boeing 737‐400) [59]. (A) Landing gear...

Figure 4.29 PA24 Comanche aircraft accident.

Figure 4.30 Wreckage of Dornier Do 228, Flight 601 immediately afte...

Figure 4.31 Remains of empennage of Dornier Do 228.

Figure 4.32 Damage to the inlet cowl of the #2 engine.

Figure 4.33 Part struck in fatal accidents for transport airplanes ...

Figure 4.34 Part struck in fatal accidents for small airplanes for ...

Figure 4.35 Part struck in fatal accidents for airplanes in the dec...

Figure 4.36 Percentages of fatal strikes with different types of en...

Figure 4.37 Bird species responsible for fatal accidents of transpo...

Figure 4.38 Bird species responsible for fatal accidents of small a...

Figure 4.39 Types of bird species involved in bird strike accidents...

Figure 4.40 Number of known serious bird‐related accidents (right) ...

Figure 4.41 B‐1B bomber.

Figure 4.42 1995 bird strike accident for E‐3 Sentry AWACS [66]. ...

Figure 4.43 NATO AWACS E‐3A accident.

Figure 4.44 Crash of Lockheed C‐130H Hercules CH‐06 of the Belgian ...

Figure 4.45 Crash of TU‐134 of the Russian Navy military passenger ...

Figure 4.46 Twin engine training jet, USAF T 38 [68].

Figure 4.47 American F‐111 bomber struck by pelican bird causing no...

Figure 4.48 A typical bird strike with a helicopter.

Figure 4.49 Wreckage of PHI Sikorsky S‐76C.

Figure 4.50 US Air Force HH‐60G Pave Hawk helicopter.

Chapter 5

Figure 5.1 Autumn and spring migration of birds.

Figure 5.2 Bird migration.

Figure 5.3 Classification of birds. (a) Migratory (Canada geese). (...

Figure 5.4 Robin [30].

Figure 5.5 Migration pattern for black geese.

Figure 5.6 Migration of golden plover from Arctic tundra to the pla...

Figure 5.7 Examples for short distance migration birds. (a) Ruby‐th...

Figure 5.8 Examples of long‐distance birds. (a) Swainson's thrush [...

Figure 5.9 Five major flyways for shorebirds.

Figure 5.10 Four major bird migration zones.

Figure 5.11 Three major bird migration zones.

Figure 5.12 Migration routes for six birds [11].

Figure 5.13 North American migration flyways.

Figure 5.14 North American migration flyways and its famous migrati...

Figure 5.15 Migration routes in the Americas.

Figure 5.16 Alaska's migratory birds.

Figure 5.17 Africa Eurasia migration routes.

Figure 5.18 Bird migration routes in Africa.

Figure 5.19 Migration routes of European bird species.

Figure 5.20 East Asian–Australian migration zone.

Figure 5.21 Three East Asian–Australasian flyways.

Figure 5.22 The migration routes for cranes.

Figure 5.23 Backpack harness for attaching GPS transmitter.

Chapter 6

Figure 6.1 Bird strike with an aircraft close to an airport.

Figure 6.2 Hazard of bird strike with a helicopter [56].

Figure 6.3 Grass attractants food for birds.

Figure 6.4 Refuse as food for birds.

Figure 6.5 Rain as a water source for birds.

Figure 6.6 Cover for birds.

Figure 6.7 Scaring birds.

Figure 6.8 Propane gas cannon at Baltimore Washington Airport.

Figure 6.9 Mobile patrol equipped with scaring sound source.

Figure 6.10 Laser devices: (a) hand‐held laser device; (b) effectiv...

Figure 6.11 Falconry.

Figure 6.12 Scaring dogs.

Figure 6.13 Scarecrow.

Figure 6.14 (a) Radio‐controlled aircraft. (b) Radio‐controlled unm...

Figure 6.15 Pulselite system.

Figure 6.16 Stationary Robop Falcon.

Figure 6.17 Robop Falcon in Scipol Airport.

Figure 6.18 Flying Robirds.

Figure 6.19 Dead birds.

Figure 6.20 Bird shooters using pistol and gun.

Figure 6.21 Comparison of shooting and falconry with the base numbe...

Figure 6.22 Pigeon trap.

Figure 6.23 Water cannon used to remove cliff swallow nests under s...

Figure 6.24 Egg oiling.

Figure 6.25 Chemical repellents applied to temporary pools of stand...

Figure 6.26 Netting over landfill close to an airport.

Figure 6.27 Netted drainage.

Figure 6.28 Floating plastic balls to prevent waterfowl and other b...

Figure 6.29 Basic radar system components.

Figure 6.30 Avian radar operation.

Figure 6.31 Slotted array antenna.

Figure 6.32 Parabolic dish antenna.

Figure 6.33 The measured RCS for a crow.

Figure 6.34 Dual radar configuration.

Figure 6.35 A mobile avian radar.

Figure 6.36 Robin radar.

Source

: courtesy Robin Rada Systems [57]. ...

Figure 6.38 Robin Max Radar close to runways. Source: courtesy Robi...

Figure 6.39 The detection range for a SAT 1 (small goose target) at...

Figure 6.40 The radar detection graph for a songbird at

25 dB m

2

. ...

Figure 6.41 3D avian radar systems design.

Figure 6.42 Airport camera installation.

Figure 6.43 Multiple cameras monitoring birds on runways.

Figure 6.44 Magnification of single bird.

Figure 6.45 Bird identification at night using an infrared camera. ...

Chapter 7

Figure 7.1 A typical chicken gun.

Figure 7.2 An air pressure gun.

Figure 7.3 Aircraft engine bird‐impact testing.

Figure 7.4 Three suggested artificial bird shapes, shown to scale. ...

Figure 7.5 The leading edge bay.

Figure 7.6 Testing rig.

Figure 7.7 Deformed shape of the front and rear view.

Figure 7.8 General view of the leading edge and its assembly on the...

Figure 7.9 Test rig attachment.

Figure 7.10 Experimental correlation at different time steps.

Figure 7.11 F35 [10].

Figure 7.12 Bird strike testing [11].

Figure 7.13 Tested areas on F35B [11].

Figure 7.14 Locations of shots on windscreen and canopy [11].

Figure 7.15 Shooting of 4 lb chicken at 480 knots at canopy [11].

Figure 7.16 F35B with lift fan inlet door and auxiliary air doors o...

Figure 7.17 Impact testing location with lift fan inlet door of F35...

Figure 7.18 Certification requirements for large bird ingestion.

Figure 7.19 Certification requirements for large flocking bird inge...

Figure 7.20 Certification requirements for multiple medium‐sized fl...

Figure 7.21 Bird impact test facility for helicopters [4].

Figure 7.22 An aluminum target inclined 45° as impacted by a 2.2 lb...

Chapter 8

Figure 8.1 Various shapes for birds.

Figure 8.2 Schematic of the multi‐material bird model.

Figure 8.3 Impact phases of soft body.

Figure 8.4 Variation of impact pressure versus time.

Figure 8.5 Lagrangian description.

Figure 8.6 Lagrangian bird deformation.

Figure 8.7 Eulerian description.

Figure 8.8 Lagrangian bird deformation.

Figure 8.9 ALE description.

Figure 8.10 Active domain around a particle k in the SPH method.

Figure 8.11 Cross sectional geometry for SPH numerical models of fo...

Figure 8.12 Leading edge bay FE model.

Figure 8.13 Four impact steps using Lagrangian method (0, 1, 2, and...

Figure 8.14 Four impact steps using SPH method (0, 1, 2, and 3.6 ms...

Figure 8.15 Bird strike simulation on composite wing leading edge. ...

Figure 8.16 Time lapse of bird strike with deployed leading edge sl...

Figure 8.17 Frames at different instants of time at impact velocity...

Figure 8.18 Damage of leading edge having 64 mm nose radius as impa...

Figure 8.19 Impact force of the bird on the leading edge of a milit...

Figure 8.20 Max stress on the C27J fin using Lagrangian Approach. ...

Figure 8.21 Bird strike simulation of NLR‐LE‐2 with 1.82 kg bird at...

Figure 8.22 Finite element models of structure and bird [15].

Figure 8.23 Simulated bird strike process [15].

Figure 8.24 The FE model of a bird strike and three impact location...

Figure 8.25 Broken windshield when the bird strikes at point C [36]...

Figure 8.26 Finite element model of bird impact on windshield: isom...

Figure 8.27 Deformation modes of windshield at different impact vel...

Figure 8.28 Computer model (ALE approach).

Figure 8.29 Sequential views of the interaction of the bird and bla...

Figure 8.30 Blade damage due to the impact of the launched first bi...

Figure 8.31 Blade damage due to the impact of the second bird after...

Figure 8.32 Bird/blade interaction at successive time steps.

Figure 8.33 Windshield deformation, displacement, and stresses afte...

Chapter 9

Figure 9.1 Collection of remains of bird strike from an aircraft en...

Figure 9.2 Collection of remains of bird strike from a helicopter [...

Figure 9.3 Collecting a variety of whole feather material [2].

Figure 9.4 Matching an unknown tail feather with a museum specimen ...

Figure 9.5 Feather specimens in the Smithsonian Feather Identificat...

Figure 9.6 The microscopic structure of meadowlark feather [2].

Figure 9.7 Photomicrograph of a downy feather collected from the ta...

Guide

Cover

Table of Contents

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Bird Strike in Aviation

Statistics, Analysis and Management

Ahmed F. El-Sayed

Zagazig University Egypt

Copyright

This edition first published 2019

© 2019 John Wiley & Sons Ltd

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Library of Congress Cataloging‐in‐Publication Data

Names: El‐Sayed, Ahmed F., author.Title: Bird strike in aviation : statistics, analysis and management / Professor Ahmed F. El‐Sayed, Zagazig University, Egypt.Description: Chichester, West Sussex, UK ; Hoboken, NJ : John Wiley & Sons, Ltd, [2019] | Includes bibliographical references and index. | Identifiers: LCCN 2019005872 (print) | LCCN 2019011286 (ebook) | ISBN 9781119529828 (Adobe PDF) | ISBN 9781119529798 (ePub) | ISBN 9781119529736 (hardback)Subjects: LCSH: Aircraft bird strikes. | Aircraft accidents–Statistics.Classification: LCC TL553.5 (ebook) | LCC TL553.5 .E37 2019 (print) | DDC 363.12/482–dc23LC record available at https://lccn.loc.gov/2019005872

Cover Design: Wiley

Cover Image: ©mokee81/iStock.com

Preface

This book provides a comprehensive survey and analysis of the important topic of bird strike in aviation from different points of view including historical, technological, and biological. It is written to appeal to several groups: (i) engineers of many specializations working in airlines, airports, aerospace corporations, and military bases; (ii) technicians in airlines and bases; (iii) pilots and flight crew; (iv) staff of aviation authorities such as the ICAO, EASA, FAA, IATA, etc.; (v) biologists and physicists; (vi) university and high school instructors and students; and (vii) press and media staff.

This book is written in a straightforward way, avoiding the dry and sterile character of many technical books. It attempts to talk to the reader and provide a self‐pacing vehicle that enables the reader to obtain a fundamental understanding of bird strike.

Flight has been the dream of mankind ever since they saw birds soaring effortlessly through the sky. Humans have been inspired by the ability of birds to fly and tried to imitate them, although it took until 1903 before they succeeded. However, when humans began to share birds in their airspace collisions started to occur.

A “bird strike” is defined as a collision between an avian creature (bird, bat, or insect) and any kind of aircraft, whether civilian or military and either fixed wing or rotary wing (helicopter). Collisions may be encountered in any flight phase (takeoff, cruise, or landing). Bird strike can be a collision of a single bird or a group (a flock) of birds with an aircraft. Birds also may collide with missiles during their launch. The Space Shuttle Discovery hit a vulture during lift‐off in 2005.

Looking at one side of the collision, bird strike always leads to the death of the bird or birds. From the other side, the aircraft may experience minor or major damage to its airframe and engines. In the worst case, bird strike may have the catastrophic consequence of complete destruction and the loss of some/all passenger lives. Significant bird strikes that disable engines usually cause complete destruction of the aircraft.

Since the early piston‐powered aircraft were noisy and relatively slow, birds usually managed to avoid these aircraft. Consequently, the strikes that happened typically resulted in minor or no damage to windshields, leading edges of wings/tails, or the fuselage. The probability of collision was also small because of the small number of aircraft. Most of the birds learned to stay away from the dangerous airspace in the vicinity of airports.

The onset of the jet age revolutionized air travel, but dramatically magnified the bird/aircraft conflicts. The main reasons are now discussed.

Wildlife and airports exist near each other.

There has been a substantial increase in air traffic worldwide. Commercial air traffic increased from about 18 million aircraft movements in 1980 to 38.1 million in 2018 (a 1.8% increase per year) and is expected to reach more than 51 million in 2030. At any instant, there are 35 000 aircraft in air worldwide, some 6000–9000 of which are in the USA.

Aircraft have assumed a vital role in tactical and logistical military operations.

The increase in aircraft size, speed, and quietness make it is easier for them to escape the attention of the birds. Commercial air carriers are replacing their older three‐ or four‐engine aircraft fleets with more efficient and quieter, two‐engine aircraft. This means there is a reduction in engine redundancy that increases the probability of life‐threatening situations resulting from aircraft collisions with flocks of birds.

A large quantity of air sucked into the modern, powerful jet engines (turbofan and turboprop) and the large dimensions of the engine intakes. Jet engines have also proved to be less resistant than piston engines to collision with the birds.

There has been a marked increase in the populations of hazardous bird species in many parts of the world in the last few decades. For example, the Canada goose population in the USA and Canada increased at a mean rate of 7.3% per year between 1980 and 2006. Other species showing significant mean annual rates of increase include bald eagles (5.0%), wild turkeys (13.0%), turkey vultures (2.3%), American white pelicans (4.3%), double‐crested cormorants (4.9%), and sandhill cranes (4.7%). Billions of birds, bats, and insects use the atmosphere for migration, dispersive movements, and foraging. Environmental protection programs worldwide have contributed to considerable increases in populations of many large‐bodied species such as cormorants, cranes, geese, gulls, herons, pelicans, falcons, eagles, owls, vultures, and wild turkeys. As an example, in the USA about 90% of all bird strikes involve species federally protected under the Migratory Bird Treaty Act.

Based on the FAA database, 13 244 bird strikes were reported in 2014, with 581 causing significant damage. These numbers mean that there are 1.5 bird strikes per hour over the whole year. Moreover, about 5000 bird strikes were reported by the USAF in 2010. These statistics have brought attention of many people to the problem of bird strike.

Bird strike is no longer an engineering problem, but rather a social one. The 2016 movie “Sully” with the famous actor, Tom Hanks, is evidence of the social concern about this issue. But do not worry, please fly calm and confident as flying is still the safest method of transportation. Based on a recent study carried out by Northwestern University for the period from 2000 to 2009, in terms of the deaths per one billion passenger miles, flying has the lowest number (just 0.07). The numbers for other modes of transport are bus (0.11), rail (0.43), ferry (3.17), car (7.28); sadly, motorcycle was the worst (212.57).

This important topic encouraged me to write the present book, which is the second book to handle bird strikes worldwide.

The main objective of this book is to review the past and present status of bird strikes, for both civil and military aviation, and to explore how to improve the future, with aircraft and avian creatures sharing the sky.

Many of the topics presented in this book stem from several lectures I have given at different institutions and companies worldwide. These include MIT; the US Air Force Academy (USAFA), Springfield, Colorado; Embry Riddle Aeronautical University; Boston University; the University of Central Florida; Moscow Institute for Physics and Technology (MIPT); EgyptAir Training Academy; and Zagazig University, Egypt. Conversations with professionals, instructors, and students influenced much of my writing in this book.

Bird strike is part of the global foreign object damage (FOD). FOD is the focus of more than 50% of my research work since the 1970s. Parts of my research was published in my book Aircraft Propulsion and Gas Turbine Engines (Taylor & Francis, CRC Press, Boca Raton, FL) in its two editions (2008, 2017).

Chapter 1 provides a historical introduction and many definitions. Bird strike is also known as birdstrike, bird ingestion (for an engine), bird hit and bird aircraft strike hazard (BASH). The distinction between “incident” and “accident” was first made by the ICAO in its annex 13. The term “bird strike” is usually expanded to include other wildlife species, including terrestrial mammals. The term “bird strike” belongs to the larger family called FOD, where the abbreviation FOD stands for both Foreign Object Damage and Foreign Object Debris. “Bird” is a kind of “Debris” while “Strike” leads to “Damage”. FOD (foreign object debris) is divided into animate and inanimate sources. Animate sources consist of wildlife, grass, and humans. Wildlife includes ground animates (coyotes, dogs, deer, and snakes) and airborne animates (birds, bats, and insects). Inanimate sources includes broken pieces of concrete, solid stones, tools left by mechanics, pieces of tires, hail, rain, sand, snow, and food remains. More than 90% of FODs can be attributed to avian creatures.

The first bird strike incident was recorded by Orville Wright when his aircraft hit a bird (probably a red‐winged blackbird) as he flew over a cornfield near Dayton, Ohio, in 1905. The first fatality was on 3 April 1912, when the aircraft control cable of Calbraith Rodgers struck a gull along the coast of Southern California.

There are three distinct cases for bird strikes; namely: single or multiple large bird(s), relatively small numbers (between 2 and 10 birds) of medium‐sized birds, and large flocks of relatively small birds (more than 10 birds).

Bird strikes have caused numerous accidents, resulting in negative impacts on aircraft and airline industry, human casualties as well as harmed wildlife. Annually the International Civil Aviation Organization (ICAO), Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA), Bird Aircraft Strike Hazard (BASH) team, and the International Bird Strike Committee (IBSC) publish statistics for bird strikes.

Many details concerning accidents for civil and military aircraft since 1960 are given. The annual cost for bird strike in the period 1990–2009 for the USA was US$ 400 million and up to US$ 2.0 billion for the whole world (estimated by the European Space Agency). The total number of fatal bird strike accidents since 1912 is 55, killing 277 people and destroying 108 aircraft.

Finally, the bird strike committees are listed. The role of these committees in increasing the awareness of the dangers of bird strike as well as managing the risk of bird strikes is summarized.

Chapter 2 discusses bird strike with both fixed and rotary wing aircraft. First, the cases involving both civilian and military fixed‐wing aircraft are reviewed. Next, the impact force due to a bird strike is defined. The aircraft locations most impacted by birds are nose and radar dome (radome), windshield and flight cockpit, measuring instruments, landing gear and landing gear system, fuselage, wing, empennage, power plant (engine), and propellers. Details of many accidents and the associated damage in each of the parts are described. A dangerous accident for the military aircraft V‐22 Osprey is described.

Then accidents for both civilian and military rotary‐wing aircraft (helicopters) are discussed. Accidents encountered by both small and large helicopters are identified. Finally, a brief list of some accidents of both fixed and rotary wing aircraft is tabulated.

Chapter 3 presents statistics for different aspects of bird strike and bird species. Both civilian and military fixed‐wing aircraft and rotary wing (helicopters) aircraft are discussed. Only bird strike accidents/incidents having no fatalities are discussed in this chapter, as Chapter 4 handles fatal accidents.

Fixed‐wing civil aircraft are reviewed first. Birds are classification based on the critical sites in the aerodrome. Percentages for bird strike with different parts/modules of aircraft powered by turbine‐based engines (turbojet and turbofan) or shaft‐based engines (piston and turboprop) are reviewed, based on US, European, and Russian statistics.

The majority of bird strikes occur at low altitudes (less than 3000 ft). Empirical relations for the number of reported bird strikes on commercial and general aviation aircraft versus altitude (based on databases of FAA) are presented. Annual and monthly accidents over the last 100 years are discussed. The critical times of day are also identified. Bird strikes for different areas of the globe, including North America, UK, Russia and Asia‐Pacific regions are described. Details for dangerous bird species in North America, and their increasing population are also given.

Military aircraft statistics are also discussed; however, fewer publications are available. Catastrophic accidents for different categories of military aircraft (fighter, bomber, etc.) are defined. The critical parts of these aircraft frequently impacted are stated. Annual and monthly statistics for bird strike are given. Statistics for bird strike by flight phase and distance from base are also given.

Next, civil and military helicopters are examined. Annual and monthly statistics for bird strikes with helicopters in the period 1990–2013 are reviewed. The windshields of the helicopter are the most critical part.

Finally, the number of birds killed per year due to collisions with aircraft are identified. The FAA assumes that at least one bird is killed during each bird strike incident. However, in many cases, several birds are killed in each incident. For example, an F16 military aircraft struck a flock of birds, which resulted in 40 dead birds.

Chapter 4 presents, in chronological order, fatal accidents arising from bird strike to both civil and military aircraft. Both fixed wing and rotary wing aircraft are considered. Fatal accidents cover accidents where there are either killed or seriously injured personnel aboard the aircraft or the aircraft itself is severely damaged and cannot be repaired. The first fatal accident was on 3 April 1912, to Calbraith Rodgers. Fatalities in the First Word War were not registered so accidents which were due to birds cannot be differentiated from those due to military actions. A list of fatalities due to bird strike during the Second World War is available and is almost complete. Survey of accidents since the 1950s to the present for civil aircraft are discussed first, followed by military ones and finally civil and military helicopters. The critical phases of flight in both civil and military aircraft are concerned with those near the ground – takeoff, climb, approach, and landing.

Dangerous bird species causing many of the fatal accidents with commercial airplanes, executive jets, and small aircraft in the last 100 years are identified. In Europe, gulls and diurnal raptors pose the greatest danger for both military and civil air traffic. Less dangerous birds are swallows, swifts, pigeons, European starlings, and northern lapwings. Storks, herons, and vultures are dangerous locally. In Europe, most tragic accidents are caused by gulls, European starlings, and northern lapwings. North America (the USA and Canada) have different dangerous bird species.

The aircraft parts struck in fatal accidents are identified. These were engines, windshield, fuselage, radome, headlights, and landing gears. Russian accidents were also reviewed, based on the data available (for the period 1988–1990). Details of about 30 fatal accidents are described. Fatal accidents for military aircraft of 10 countries from the 1950s to 1990s were next summarized. Details of the eight most catastrophic fatal accidents were described. Full details for accidents encountered by aircraft of Royal Norwegian Air Force aircraft during 2016, as an example for a European country, were also given. Finally, the fatal accidents for helicopters in the period 1981–2014 are stated.

Chapter 5 discusses bird migration. Nearly 40% of the world's 10 000 bird species are migratory, with the rest being permanent residents. Birds migrate to move from areas of low or decreasing resources to areas of high or increasing resources. The two primary resources being sought are food and nesting locations. Birds that nest in the northern hemisphere tend to migrate northward in the spring to take advantage of burgeoning insect populations, budding plants, and an abundance of nesting locations. As winter approaches and the availability of insects and other food drops, the birds move south again. Escaping the cold is a motivating factor. However, many species, including hummingbirds, can withstand freezing temperatures as long as an adequate supply of food is available.

The different types of bird migration are north–south, south–north, longitudinal, loop, leap‐frog, walk and swim, and short‐, medium‐, and long‐distance migrations.

The four famous major bird migration areas are North America, the Americas, Africa–Eurasia and East Asia–Australasia. North America has four flyways: Atlantic, Mississippi, Central, and Pacific. The Americas has two flyways: North–South America and Alaska. Famous birds flying these different routes as well as their populations are described. Radio telemetry is a technique that is frequently used to determine bird movements over areas ranging from breeding territories of resident bird species to the large distances covered by international migratory species.

Chapter 6 introduces different methods of bird strike management. Management is a vital process to minimize or prevent the losses in lives, aircraft, and money. Many misconceptions are first identified, to select an appropriate procedure for preventing or minimizing bird strikes. The FAA has a National Wildlife Strike Database for Civil Aviation, including all details of bird strike reports since 2000.

There are three aspects to consider for reducing of bird strike hazards: awareness, bird management (control and avoidance), and aircraft design.

Awareness means recognizing the presence, problems, and danger of birds at and around an airport. A thorough identification of different methods for reduction of bird strike hazard is provided.

There are four areas associated with bird management: controlling the airport and its surroundings, air traffic service providers, pilots, and air operators. Managing airport and surroundings rely upon numerous active and passive methods. Active methods include pyrotechnics, bioacoustics, depredation, propane gas cannons, dogs, falconry, shooting, radio‐controlled craft, all‐terrain vehicles, pulsating lights, dead birds, fake hawks, lasers, chemical repellent, scarecrows, and scaring paints on aircraft. Also, the removal of nests, eggs, and young, as well as sterilization of eggs, are extremely effective methods in reducing bird populations. Passive methods include grass management, managing reforested areas, landscaping, water‐habitat management, landfills, managing agricultural programs in air bases. Concerning air traffic service providers, all duties for controllers and flight‐service specialists, terminal controllers, tower and ground controllers, as well as flight service specialists are specified. The third task is associated with pilots, who play a vital role during preflight preparation, taxiing, takeoff, climb, en route, approach, landing, and post‐flight phases. Finally, the responsibilities of air operators in flight planning and operating principles are described.

Aircraft and aero‐engine manufacturers are obliged to fulfill the endurance limits set by aviation authorities (FAA/EASA) in their designs. With rotary wing aircraft, the requested operations for personnel handling helicopters and helipads are identified.

Finally, bird avoidance is controlled using either or both of avian radar and optical devices. Optical devices include high resolution cameras and infrared cameras.

Chapter 7 illustrates bird strike testing for both airframe and engine. Such testing is now a vital step in the certification of any new aircraft and engines. Both American and European authorities issue its certification requirements (FAR and CS) and keep amending them to match any changes in bird ecology and aviation industry. Either real or artificial birds are employed in bird impact test facilities, though real birds are not recommended. A description for bird strike testing with wing and tail fin is thoroughly described. Two case studies (Alenia C‐27J Spartan transport aircraft and the recent Russian MS‐21 airliner) are discussed.

Bird strike testing for military aircraft is discussed. The canopy and windscreen of the US F35B STOVL as well as the lift fan inlet door in its STOVL mode are discussed. Both FAR and CS‐800 Certifications regarding bird strikes with engines are discused. Details of engine test cells for an engine manufacturer are given. Bird strike testing of the turbofan engine powering the Airbus A320 aircraft is described. Post‐impact analysis is performed by dismantling the different modules of engine and identifying the damage.

Finally, bird strike tests for helicopters are described. A test case performed at the Southwest Research Institute (SwRI) is described; a 2.2‐lb weight bird impacted an inclined surface representing the windscreen at 140 and 180 knots.

Chapter 8 reviews the different numerical methods employed in bird strike simulation. Numerical methods can simulate bird/structure interactions and thus provide the designer with very useful data, such as stress distribution and structural deformation. Numerical methods also enable a parametric study of different materials, different geometry, as well as impact speed (magnitude and direction). They are easier and cheaper compared to experimental bird strike testing.

The finite element method (FEM) has been adopted in most bird strike studies due to its capabilities for handling very complex geometries and providing material behaviors under different loading conditions. MSC/Dytran and LS‐Dyna solver codes are frequently used. The three steps employed in numerical methods (pre‐processing, solution, and post‐processing) are described. Geometry and material of birds are modeled next. Regarding bird geometry, few methods handle a bird's exact shape, so most of them replace the bird shape with either a straight‐ended cylinder, a hemispherical‐ended cylinder, an ellipsoid, or a sphere. Bird impact behavior on rigid targets are divided into four main stages: initial shock, pressure decay (release), steady state, and pressure termination stage.

Four numerical methods, Lagrangian, Eulerian, arbitrary Lagrangian Eulerian (ALE), and smooth particle hydrodynamics (SPH), are employed. Firstly, these methods are described in detail. Next, these methods are applied to real cases, including both fixed wing and rotary wing (helicopter) aircraft. For fixed‐wing aircraft, bird strikes with the leading edges of the wing, and horizontal and vertical tails sections are reviewed. Other case studies, including sidewall structures and windshields, are demonstrated. Finally, impacts on the fan/compressor of its power plants are also reviewed. Switching to helicopters, bird strike with its windshield, rotor, and its spinner are discussed.

The final chapter, Chapter ,9 provides procedures for the identification of bird species involved in bird/aircraft strikes. This is an important part of the overall assessment, management, and wildlife mitigation at airports. The first step in such a process is the collection of remains of bird strike from an aircraft or engine. These remains are sent to appropriate labs, such as the Smithsonian Institution (SI) in the USA or the Central Science Laboratory (CSL) in the UK. Identification methods are either macroscopic or microscopic. Identification by eye is a macroscopic method that depends on the eyes of highly trained personnel. A better result may be achieved by microscopic examination of feathers and blood stains, which can be compared with stored samples. The keratin electrophoresis feather identification process provides much better results when compared with stored feather specimens. DNA analysis of bird remains provides the most accurate method, though it is very expensive. A case study for bird identification using different techniques is described for the crash of Cessna Citation 1 (Model 500) aircraft about 7 km from Wiley Post Airport, Oklahoma, in 2008.

This book is dedicated to my wife, Amany, and my sons, Mohamed, Abdallah and Khalid, for all their love and support. My deepest gratitude goes to my wife for putting up so patiently with the turmoil surrounding a book in progress, waiting until we can breathe a joint sigh of relief at the end of the project.

I would like to thank Mohamed El‐Sayed, CEO EA Energy Solutions, for his continuous support and help. Thanks also to Darrell Pepper, University of Nevada Las Vegas, for his continuous fruitful thoughts and discussions. Sincere thanks to Christian Kierulf Aas, Aviation Bird Office, Natural History Museum, University of Oslo, for providing me with valuable information regarding bird strike in Norway.

I am also grateful for the kind assistance of the worldwide bird strike experts and specialists: Mr Anastasios Anagnostopoulos (Head, Wildlife & Biodiversity Management, Environmental Services Department, Athens International Airport), Mr Albert de Hoon (Secretary of World Birdstrike Association, WBA), Dr Marcus Lloyd‐Parker (Senior Wildlife Consultant, SafeSky), and Mr W. John Richardson (Director Emeritus & Senior Biologist, LGL Ltd).

I would like to acknowledge the generosity of Michele Guida (University of Naples, Federico II, Italy), for permitting me to use several photos of his results, and of Ahmed Hamed (EgyptAir Company), who shared a lot of information regarding engine performance and bird strike with the EgyptAir fleet.

The sincere support of Tanya Espinosa (USDA‐APHIS), Barbara Murphy (National Academies Press), John R Weller (FAA), John A Donald (Robop Limited, UK), Sebastian Heimbs (Airbus Operations GmbH, Deutschland), Vinayak Walvekar (Engineering Technologies Associates, Inc., USA), Stuart McCallum (University of Sophia, Japan), Marina Selezneva (KU Leuven, Belgium), Sergey K. Ryzhov (Aviation Ornithology Group, Moscow, Russia), Ronald Tukker (Robin Radar), Oliver Walker‐Jones (Rolls‐Royce), and LtCol Sean Londrigan (US Air Force Academy), is greatly appreciated.

I would also like to thank Teresa Netzler (Manager, Content Enablement & Operations, Knowledge and Learning, Wiley) for her strong support as well as my editor Anne Hunt for her great help and effort in promoting the project since day one.

Ahmed F. El‐Sayed