The final objective is the identification of feasible systems and services for long-term optimal services as well as for short-term implementable services. In parallel a prototype bird presence prediction system based upon the combination of space assets, existing systems and bird movement prediction models will be implemented and validated to give Civil Aviation an idea on what kind of services can be made available in the short term. The long term objective of the activity is to provide sustainable services to civil aviation, airport authorities and other interested stakeholders in order to reduce the number of bird strikes and their impacts.
The high level service concept is of a system integrating existing measures and technologies with space-based assets to provide timely notification and prediction of the presence of birds in the areas at and around airports. The target users of this activity are civil airports throughout the European region. In addition airlines, air navigation service providers and regulators all have a potential role in future services. About London Heathrow Airport: Heathrow is Europe's largest and busiest airport and second in the world in terms of total passenger traffic.
Birdstrike Risk Reduction for Civil Aviation | ESA Business Applications
It is owned and operated by BAA, owner and operator of another five airports in UK and operator of other airports worldwide. About Amsterdam Airport Schiphol: Schiphol is the Netherlands main airport, being Europe's fifth-largest airport in terms of passengers and third-largest in terms of cargo. It is owned and operated by the Schiphol group which also operates other four airports in the Netherlands as well in other countries.
It is owned by the Manchester Airports Group, owner of three additional airports, being the largest regional airport operator of United Kingdom. The activity is fundamentally concerned with reducing the risk to civil aviation of bird strikes. The users are interested in the provision of services to assist in the process of bird hazard management and in the direct detection of birds that pose an imminent safety risk to civil air traffic. It is a task of the project to fully elaborate the user needs for all of the identified applications.
The activity is addressing an area that has not been considered officially until recently, so a number of benefits are expected.
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In the first instance it will elaborate explicitly for the first time the user requirements for a future technological solution to the detection and prediction of bird presence in the airfield environment. Furthermore, through the involvement of a broad range of aviation and non aviation stakeholders it will raise the general level of awareness of possible future space based solutions to the challenges posed by birds in the airport environment. The activity is pursuing the delivery new services to allow users to better manage the risk associated with bird strikes at and around airfields.
Services shall be fully integrated with existing infrastructure to minimise potential hazards regarding flight safety. It is a task of the project to fully elaborate the service concept related to these new services.
Drone / Unmanned/ Remotely Piloted Aircraft, Detection, Tracking and Alerting
This has resulted in a number of fatal accidents. Bird strikes may occur during any phase of flight but are most likely during the take-off, initial climb, approach and landing phases due to the greater numbers of birds in flight at lower levels. Since most birds fly mainly during the day, most bird srikes occur in daylight hours as well.
The nature of aircraft damage from bird strikes, which is significant enough to create a high risk to continued safe flight, differs according to the size of aircraft. Small, propeller-driven aircraft are most likely to experience the hazardous effects of strikes as structural damage, such as the penetration of flight deck windscreens or damage to control surfaces or the empennage.
Larger jet-engined aircraft are most likely to experience the hazardous effects of strikes as the consequences of engine ingestion. Partial or complete loss of control may be the secondary result of either small aircraft structural impact or large aircraft jet engine ingestion. Loss of flight instrument function can be caused by impact effects on the Pitot Static System air intakes which can cause dependent instrument readings to become erroneous.
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Complete Engine failure or serious power loss, even on only one engine, may be critical during the take-off phase for aircraft which are not certificated to 'Performance A' standards. Bird ingestion into one or more engines is infrequent but may result from the penetration of a large flock of medium sized birds or an encounter with a smaller number of very large ones.
In some cases, especially with smaller fixed wing aircraft and helicopters, windscreen penetration may result in injury to pilots or other persons on board and has sometimes led to loss of control. See the images at the foot of this article. Although relatively rare, a higher altitude bird strike to a pressurised aircraft can cause structural damage to the aircraft hull which, in turn, can lead to rapid depressurisation.
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Aerodrome bird control
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