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 Re: ويسآلونك عن السلامة الجويه (Re: عزالدين محمد عثمان)
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شكرا استاذ عزالدين علي ايرادك حادثة الساحة الخضراء (RWY 18 Clear WAY) ومنطقة الاقتراب الفاينل ل مدرج 36 واظن ان نفس الشخصيه افتت ايضا بجواز ارتفاع احدي البنايات في الركن الشمالي الشرقي بحجة ( اصلوا نحنا لي قدام حا ننقل المطار ذاتو) و الغريبه انو الزول دا يسبق اسمه بعد الرتبه العسكريه بصفة المهندس و يدعي علاقته الوثيقه بقطاع الطيران
الساحه الخضراء مثلها مثل المسطحات المائيه تعتبر من المناطق الجاذبه التي تبحث عنها الطيور المحليه و المهاجره ومعروف ان وجود الطيور في محيط المطار يعتبر امر حاسم في عملية السلامه الجويه
تتسبب الطيور في حوادث الطيران المعروفه ب البيرد استرايك و هي مسؤله عن اتلاف اكثر من 480 طائره عالميا
WORLD-WIDE BIRD STRIKE ACCIDENTS INVOLVING DESTRUCTION OF AIRCRAFT OR FATALITY, 1912-2002
1. Introduction
1.1 The earliest known bird strike to a powered aircraft was on 7 September 1908 when Orville Wright was demonstrating their progress by flying complete circles near Dayton, Ohio. He chased a flock of birds and killed one. The first fatal bird strike accident was in 1912 at Long Beach in California, when a gull (Larus sp.) lodged in the flying controls of a Wright Flyer, killing Cal Rodgers. He was the first person to fly across the USA.
2.1 In the November 1925 issue of the Royal Aeronautical Society Journal, the then Director of Civil Aviation Sir Sefton Brancker wrote the following in an article entitled ‘The Lessons of Six Years Experience in Air Transport’
“There is one form of collision which must not be altogether forgotten; the possibility of colliding with birds in flight. We have had one mysterious incident in which the pilot lost control of his aircraft flying over the sea at a low height, the pilot’s opinion was that he had been struck on the head by a sea bird, several were flying nearby, but nothing was ever clearly proved. In the East, propellers of aircraft taking off have been broken by kites flying over the aerodrome. I have never heard of an aeroplane encountering a flock of ducks at night; such an eventuality might lead to danger of injury to the pilot, the propeller or wing structure. The best precaution to meet such a danger will be good screening for the pilot and robust ####l construction”.
As we near the Centenary of powered flight these are prophetic words from 78 years ago.
3.1 A Working Paper (WP1) was presented at the 1996 London Meeting of the International Bird Strike Committee. It provided brief details of all the fatalities and destroyed aircraft due to bird strikes during the period 1912 to 1995. The paper was felt to be useful for Public Relations purposes and in drawing attention to the scale of the problem, especially when dealing with those who know little about the subject or who have been newly appointed to decision-making positions. Since the original paper was published, information has come to light on a number of older accidents, particularly light aeroplanes and helicopters, as well as on recent ones. These are marked with a marginal line. Where available, the opportunity has been taken to include more comprehensive information on some of the accidents.
4.1 The paper contains brief details of each case of loss of life or destruction of the aircraft divided into three Sections:
Section 1 - Transport aeroplanes over 5,700 kg (12,500 lb) and all business jets
Section 2 - Aeroplanes of 5,700 kg and below
Section 3 - Helicopters
2. Scale of the Problem
Birds are known to have caused at least:
42 fatal accidents
231 deaths
the destruction of 80 civil aircraft
It is very likely there are more, as information is only accurate for the last 25 to 30 years. The Author would welcome any new or additional information.
3. Analysis and Discussion
In general the sample sizes are too small for any in-depth analysis, however a number of points are noteworthy:
3.1 Transport Aircraft & Executive Jets - 10 fatal accidents, 164 deaths and 30 write-offs.
The 10 fatal accidents to the aircraft above is quite modest however 30 have been destroyed and 164 people killed. Surprisingly, there has only been one fatal accident to a jet powered airliner in over 1,000 million flying hours. This may, in part, be due to an improved awareness of the problem, implementation of better airport measures around the world and tougher airworthiness criteria for all but the oldest aircraft and engines. Engine damage was the cause of 77% of the accidents in this group, followed by windshields with 10%. The identified birds were:
Bird Species (where known)
Although not included in this Paper, there have been many cases of multiple engine damage, fortunately with either enough runway length to abandon take-off, or sufficient power to return. European airlines continue to experience about 20 cases per year where more than one engine ingests birds.
Business jets comprising 37% of the accidents in this section, often operating from aerodromes with little or nothing in the way of bird control measures, also appear to be vulnerable as in many cases their engines are of an age which pre-dates bird ingestion testing.
3.2 Aeroplanes of 5,700 kg & Less – 27 fatal accidents, 58 deaths, and 42 write-offs.
Twenty seven of the fatal accidents involve general aviation aeroplanes. These aircraft are not required to be designed to withstand bird strikes and are therefore more vulnerable, particularly the windshield, holed in 52% of accidents. These can be holed by a bird as small as a Swift (Apus apus, 40 gm).
Part Struck (where known)
The birds struck are markedly different from those of transport sized aeroplanes, the major threat is clearly birds of prey which have little or no fear of other airspace users.
Bird Species (where known)
Six of the general aviation accidents were the result of pilots attempting to avoid birds by taking evasive action and either losing control or colliding with ground objects.
3.3 Helicopters – 5 fatal accidents, 9 deaths and 8 helicopters destroyed
The accident total is very low considering most helicopters operate low-down where birds fly most frequently. The high proportion in the USA is probably a reflection of the number of helicopters operating in that country. It may be that the relatively slow cruising speed, coupled with rotor noise, acts as sufficient warning for birds to get out of the way. The trend towards faster and quieter helicopters might result in future problems especially as windshields appear to be vulnerable, having probably been holed in 60% of the fatal helicopter accidents, generally after colliding with heavy birds.
4 Similar Papers
Similar papers covering ‘serious’ incidents have been published as follows:
1912 to 1982 WP16 and 16A BSCE16, Moscow, August 1982
1981 to 1984 WP27 BSCE17, Rome, October 1984
1984 to 1985 WP4 BSCE18, Copenhagen, May 1986
1985 to 1987 WP22 BSCE19, Madrid, May 1988
1987 to 1989 WP29 BSCE20, Helsinki, May 1990
1989 to 1991 WP31 BSCE21, Jerusalem, May 1992
1992 to 1993 WP26 BSCE22, Vienna, August 1994
‘Bird Strikes to Airliner Turbine Engines’ WP63 IBSC 23, London, May 1996
‘Implications of Recent Serious Bird Strike Accidents and Multiple Engine Ingestions’
WP3 IBSC24, Slovakia, September 1998
In the papers above ‘serious’ has been defined as:
Loss of life
Injury to occupants
Destruction of aircraft
Loss of, or damage to, more than one engine
Damage to one engine, together with
ingestion in another engine
Uncontained engine failure
Fire
Significant sized holes, eg windshield, radome
Major structural damage
Particularly unusual or dangerous features,
eg complete obscuring of vision, multiple or
significant system loss, propeller damage,
helicopter rotor or transmission damage.
5. Conclusions
5.1 Aircraft continue to be destroyed and occupants killed or injured in accidents due to:
Striking birds
Attempting to avoid birds
Birds being the start of a chain of events
5.2 Although not a major cause of accidents, bird strikes are nevertheless a serious safety and economic hazard. Remedial measures and tougher aircraft/engines appear to have improved airliner safety but twin-engined aircraft have in many case replaced four-engined aircraft so there is a greater risk of ingestion in all engines. Engine damage is the major risk for this group of aircraft, with flocking gulls (Larus sp) the major threat causing 43% of the accidents. This underlines the importance of thorough aerodrome bird control measures.
5.3 Business jets appear to be particularly vulnerable especially when operated from aerodromes with little or no bird control measures.
5.4 ‘General aviation’ aeroplanes are most vulnerable to the windshield being holed, the cause of 52 % of the accidents. Birds of prey (Accipitriformes) were responsible for half of the accidents. This group of aircraft mostly fly at heights where birds are most prevalent.
5.5 A high proportion of helicopter accidents were due to the windshield being holed, sometimes by heavy birds. Again, helicopters mainly operate low down where most birds fly and the trend towards faster, quieter helicopters, will provide less time for birds to take avoiding action.
5.6 Bird strike accidents are a rare event that can occur out-of-the-blue even at airports which may consider that adequate measures are in place to minimise the risk. It should be borne in mind that complacency is the enemy of safety.
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| العنوان |
الكاتب |
Date |
 ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 05:36 AM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 05:38 AM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 05:39 AM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 05:42 AM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 05:50 AM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 05:53 AM |
| Re: ويسآلونك عن السلامة الجويه | anwar abu gaidaa | 08-21-12, 08:23 AM |
| Re: ويسآلونك عن السلامة الجويه | anwar abu gaidaa | 08-21-12, 09:41 AM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 01:20 PM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 01:27 PM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 01:32 PM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 01:41 PM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 02:36 PM |
| Re: ويسآلونك عن السلامة الجويه | anwar abu gaidaa | 08-21-12, 02:50 PM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 03:42 PM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-21-12, 03:51 PM |
| Re: ويسآلونك عن السلامة الجويه | أحمد الشايقي | 08-21-12, 04:01 PM |
| Re: ويسآلونك عن السلامة الجويه | عزالدين محمد عثمان | 08-21-12, 04:40 PM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-24-12, 01:44 PM |
| Re: ويسآلونك عن السلامة الجويه | أحمد الشايقي | 08-21-12, 04:03 PM |
| Re: ويسآلونك عن السلامة الجويه | عبدالمحمود محمد عبدالرحمن | 08-21-12, 07:10 PM |
| Re: ويسآلونك عن السلامة الجويه | ترهاقا | 08-22-12, 00:22 AM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-22-12, 06:09 AM |
| Re: ويسآلونك عن السلامة الجويه | Kabar | 08-22-12, 06:32 AM |
 Re: ويسآلونك عن السلامة الجويه | Yasir Elsharif | 08-22-12, 09:49 AM |
| Re: ويسآلونك عن السلامة الجويه | Yasir Elsharif | 08-22-12, 09:53 AM |
| Re: ويسآلونك عن السلامة الجويه | Hani Arabi Mohamed | 08-22-12, 10:26 AM |
| Re: ويسآلونك عن السلامة الجويه | عبدالمحمود محمد عبدالرحمن | 08-22-12, 11:25 AM |
| Re: ويسآلونك عن السلامة الجويه | على ميرغني | 08-22-12, 11:41 AM |
| Re: ويسآلونك عن السلامة الجويه | على ميرغني | 08-22-12, 12:00 PM |
| Re: ويسآلونك عن السلامة الجويه | عبدالمحمود محمد عبدالرحمن | 08-22-12, 12:57 PM |
| Re: ويسآلونك عن السلامة الجويه | عزالدين محمد عثمان | 08-23-12, 03:22 AM |
| Re: ويسآلونك عن السلامة الجويه | صديق الموج | 08-23-12, 05:17 AM |
| Re: ويسآلونك عن السلامة الجويه | على ميرغني | 08-23-12, 12:56 PM |
| Re: ويسآلونك عن السلامة الجويه | على ميرغني | 08-23-12, 01:49 PM |
| Re: ويسآلونك عن السلامة الجويه | عزالدين محمد عثمان | 08-23-12, 04:28 PM |
| Re: ويسآلونك عن السلامة الجويه | Adil Isaac | 08-24-12, 04:01 PM |
| Re: ويسآلونك عن السلامة الجويه | ابراهيم عدلان | 08-25-12, 01:27 PM |
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ابراهيم عدلان
فيس بوك
تويتر
انستقرام
يوتيوب
بنتيريست