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67-400: GA200 may refer to: Gippsland Aeronautics GA200 - A light agricultural aircraft by Gippsland Aeronautics, Australia. Garuda Indonesia Flight 200 - Also referred to as GA200 or GIA200 (2007 Aviation Accident). [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as

134-880: A better insight into bird migration behavior, which has had an influence on averting collisions with birds, and therefore on flight safety. Since the implementation of the ROBIN system at the RNLAF, the number of collisions between birds and aircraft in the vicinity of military airbases has decreased by more than 50%. There are no civil aviation counterparts to the above military strategies. Some experimentation with small portable radar units has taken place at some airports, but no standard has been adopted for radar warning nor has any governmental policy regarding warnings been implemented. The Federal Aviation Administration (FAA) estimates bird strikes cost US aviation 400 million dollars annually and have resulted in over 200 worldwide deaths since 1988. In

201-585: A bird carcass from a gas cannon and sabot system into the tested unit. The carcass was soon replaced with suitable density blocks, often gelatin , to ease testing. Current certification efforts are mainly conducted with limited testing, supported by more detailed analysis using computer simulation , although final testing usually involves some physical experiments (see birdstrike simulator ). Based on US National Transportation Safety Board recommendations following US Airways Flight 1549 in 2009, EASA proposed in 2017 that engines should also be capable of sustaining

268-642: A bird strike in descent . During descent, turbofans turn more slowly than during takeoff and climb . This proposal was echoed a year later by the FAA; new regulations could apply for the Boeing NMA engines. Though there are many methods available to wildlife managers at airports, no single method will work in all instances and with all species. Wildlife management in the airport environment can be grouped into two broad categories: non-lethal and lethal. Integration of multiple non-lethal methods with lethal methods results in

335-484: A cantilever spar design. This allows a correspondingly greater maximum payload for a given empty weight. The configuration also provides a very “crashworthy” structure to provide a good “fly-on” capability following an obstacle strike. The design has been optimised for maximum strength-to-weight ratio by using “state of the art” finite element computer analysis methods. An initial conservative retirement life of 15,000 hours for critical structural components has been granted by

402-424: A danger response from wildlife. As wildlife become habituated to non-lethal methods the culling of small numbers of wildlife in the presence of conspecifics can restore the danger response. Under certain circumstances, lethal wildlife control is needed to control the population of a species. This control can be localized or regional. Localized population control is often used to control species that are residents of

469-497: A height of 15 metres (49 ft). However, according to the FAA only 15% of strikes (ICAO 11%) actually result in damage to the aircraft. Bird strikes can damage vehicle components, or injure passengers. Flocks of birds are especially dangerous and can lead to multiple strikes, with corresponding damage. Depending on the damage, aircraft at low altitudes or during take-off and landing often cannot recover in time. US Airways Flight 1549

536-508: A letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=GA200&oldid=427940413 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Gippsland GA200 The Gippsland GA-200 Fatman

603-428: A typical ground roll of 200 metres (650 ft). The wing flaps can also be used in flight in agricultural operations and significantly reduce turn radius when the aircraft is fully loaded. Another important design feature of the flap system is that there is no noticeable change in pitch trim with the extension of the flaps. This has been achieved by the incorporation of a simple interconnect system which applies bias to

670-876: A very short time to habituation. The risks of lasers to aircrews must be evaluated when determining whether or not to deploy lasers on airfields. Southampton Airport utilizes a laser device which disables the laser past a certain elevation , eliminating the risk of the beam being shone directly at aircraft and air traffic control tower. Auditory repellents are commonly used in both agricultural and aviation contexts. Devices such as propane exploders (cannons), pyrotechnics, and bioacoustics are frequently deployed on airports. Propane exploders are capable of creating noises of approximately 130 decibels. They can be programmed to fire at designated intervals, can be remote controlled, or motion activated. Due to their stationary and often predictable nature, wildlife quickly becomes habituated to propane cannons. Lethal control may be used to extend

737-967: A way that reduces its attractiveness to other wildlife such as small rodents and raptors. It has been recommended that turfgrass be maintained at a height of 7–14 inches through regular mowing and fertilization. Wetlands are another major attractant of wildlife in the airport environment. They are of particular concern because they attract waterfowl, which have a high potential to damage aircraft. With large areas of impervious surfaces, airports must employ methods to collect runoff and reduce its flow velocity. These best management practices often involve temporarily ponding runoff. Short of redesigning existing runoff control systems to include non-accessible water such as subsurface flow wetlands, frequent drawdowns and covering of exposed water with floating covers and wire grids should be employed. The implementation of covers and wire grids must not hinder emergency services. Though excluding birds (and flying animals in general) from

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804-412: Is rabbits : they get run over by ground vehicles and planes, and they pass large amounts of droppings, which attract mice, which in turn attract owls , which then become another birdstrike hazard. There are three approaches to reduce the effect of bird strikes. The vehicles can be designed to be more bird-resistant, the birds can be moved out of the way of the vehicle, or the vehicle can be moved out of

871-603: Is a classic example of this. The engines on the Airbus A320 used on that flight were torn apart by multiple bird strikes at low altitude. There was no time to make a safe landing at an airport, forcing a water landing in the Hudson River . Remains of the bird, termed snarge , are sent to identification centers where forensic techniques may be used to identify the species involved. These samples need to be taken carefully by trained personnel to ensure proper analysis and reduce

938-699: Is a contributing factor, among many others, to the worldwide decline of many avian species. The International Civil Aviation Organization (ICAO) received 65,139 bird strike reports for 2011–14, and the Federal Aviation Administration counted 177,269 wildlife strike reports on civil aircraft between 1990 and 2015, growing 38% in seven years from 2009 to 2015. Birds accounted for 97%. Bird strikes happen most often during takeoff or landing , or during low altitude flight. However, bird strikes have also been reported at high altitudes, some as high as 6,000 to 9,000 m (20,000 to 30,000 ft) above

1005-593: Is a low-wing single-engine agricultural aircraft built by GippsAero . Based loosely on the Piper Pawnee , the first two prototypes used damaged Pawnee frames. The third prototype, built in 1992, was the first all-original airframe. The GA-200 was fully certificated on 1 March 1991. Certificate of Type Approval No. 83-6 for the GA200 was issued by the Australian Civil Aviation Authority on that date;

1072-435: Is a primary repellent that produces an immediate unpleasant sensation that is reflexive and does not have to be learned. As such it is most effective for transient populations of birds. Methyl anthranilate has been used with great success at rapidly dispersing birds from flight lines at Homestead Air Reserve Station . Anthraquinone is a secondary repellent that has a laxative effect that is not instantaneous. Because of this it

1139-593: Is most effective on resident populations of wildlife that will have time to learn an aversive response. Relocation of raptors from airports is often considered preferable to lethal control methods by both biologists and the public. There are complex legal issues surrounding the capture and relocation of species protected by the Migratory Bird Treaty Act of 1918 and the Bald and Golden Eagle Protection Act of 1940. Prior to capture, proper permits must be obtained and

1206-634: Is now an integral part of military low-level mission planning, with aircrew being able to access the current bird hazard conditions at a dedicated website. AHAS will provide relative risk assessments for the planned mission and give aircrew the opportunity to select a less hazardous route should the planned route be rated severe or moderate. Prior to 2003, the USAF BASH Team bird strike database indicated that approximately 25% of all strikes were associated with low-level routes and bombing ranges . More importantly, these strikes accounted for more than 50% of all of

1273-835: Is often deployed across the superstructure of a hangar denying access to the rafters where the birds roost and nest while still allowing the hangar doors to remain open for ventilation and aircraft movements. Strip curtains and door netting may also be used but are subject to improper use (e.g. tying the strips to the side of the door) by those working in the hangar. There have been a variety of visual repellent and harassment techniques used in airport wildlife management. They include using birds of prey and dogs, effigies, landing lights , and lasers. Birds of prey have been used with great effectiveness at landfills where there were large populations of feeding gulls. Dogs have also been used with success as visual deterrents and means of harassment for birds at airfields. Airport wildlife managers must consider

1340-416: Is the relative velocity (the difference of the velocities of the bird and the plane, resulting in a lower absolute value if they are flying in the same direction and higher absolute value if they are flying in opposite directions). Therefore, the speed of the aircraft is much more important than the size of the bird when it comes to reducing energy transfer in a collision. The same can be said for jet engines:

1407-497: Is turfgrass. This grass is planted to reduce runoff, control erosion, absorb jet wash, allow passage of emergency vehicles, and to be aesthetically pleasing. However, turfgrass is a preferred food source for species of birds that pose a serious risk to aircraft, chiefly the Canada goose ( Branta canadensis ). Turfgrass planted at airports should be a species that geese do not prefer (e.g. St. Augustine grass ) and should be managed in such

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1474-591: The Latrobe Valley Airport , 28 of which have been exported to countries throughout the world including New Zealand, China , the United States, Canada, South Africa and Brazil . In the late 1990s, GA200 production was scaled down to make way for the GA8 Airvan . The "strut braced" design concept was chosen to allow the minimum possible weight for the wing, saving approximately 45 kg (100 lb) over

1541-466: The American-Swiss singer Tina Turner were more effective than animal noises for scaring birds from its runways. Sharpened spikes to deter perching and loafing are commonly used. Generally, large birds require different applications than small birds do. There are only two chemical bird repellents registered for use in the United States, methyl anthranilate and anthraquinone . Methyl anthranilate

1608-568: The Australian Civil Aviation Safety Authority . This life can be extended as results of on-going tests becomes available. The all-metal wing panels are significantly different from those of the Piper Pawnee. The GA200 wings have full-depth laminated fail-safe spars. The outboard section is joined to the inner section at the strut intersection by load distribution doublers. This allows the relatively easy replacement of

1675-721: The Bird Avoidance Model (BAM) to predict soaring bird activity within the next 24 hours and then defaults to the BAM for planning purposes when activity is scheduled outside the 24-hour window. The BAM is a static historical hazard model based on many years of bird distribution data from the Christmas Bird Count , the Breeding Bird Survey , and National Wildlife Refuge data. The BAM also incorporates potentially hazardous bird attractions such as landfills and golf courses. AHAS

1742-424: The FAA wildlife hazard management manual for 2005, less than 8% of strikes occur above 900 m (3,000 ft) and 61% occur at less than 30 m (98 ft). The point of impact is usually any forward-facing edge of the vehicle such as a wing leading edge, nose cone, jet engine cowling or engine inlet. Jet engine ingestion is extremely serious due to the rotation speed of the engine fan and engine design. As

1809-510: The US alone. However, the number of major accidents involving civil aircraft is quite low and it has been estimated that there is only about one accident resulting in human death in one billion (10 ) flying hours. The majority of bird strikes (65%) cause little damage to the aircraft; however, the collision is usually fatal to the bird(s) involved. Vultures and geese have been ranked the second and third most hazardous kinds of wildlife to aircraft in

1876-611: The United Kingdom, the Central Science Laboratory estimated that worldwide, birdstrikes cost airlines around US$ 1.2 billion annually. This includes repair cost and lost revenue while the damaged aircraft is out of service. In 2003, there were 4,300 bird strikes listed by the United States Air Force and 5,900 by US civil aircraft. The first reported bird strike was by Orville Wright in 1905. According to

1943-547: The United States, after deer, with approximately 240 goose–aircraft collisions in the United States each year. 80% of all bird strikes go unreported. Most accidents occur when a bird (or group of birds) collides with the windscreen or is sucked into the engine of jet aircraft. These cause annual damages that have been estimated at $ 400 million within the United States alone and up to $ 1.2 billion to commercial aircraft worldwide. In addition to property damage, collisions between man-made structures and conveyances and birds

2010-474: The Wright brothers' diaries, "Orville [...] flew 4,751 meters in 4 minutes 45 seconds, four complete circles. Twice passed over the fence into Beard's cornfield. Chased flock of birds for two rounds and killed one which fell on top of the upper surface and after a time fell off when swinging a sharp curve." During the 1911 Paris to Madrid air race , French pilot Eugène Gilbert encountered an angry mother eagle over

2077-1131: The aircraft (including the flight deck windshields). Per the FAA's 14 CFR § 25.631, they must also withstand one 8 lb (3.6 kg) bird impact anywhere on the empennage . Flight deck windows on jet aircraft must be able to withstand one 4 lb (1.8 kg) bird collision without yielding or spalling . For the empennage, this is usually accomplished by designing redundant structures and protected locations for control system elements or protective devices such as splitter plates or energy-absorbing material. Often, one aircraft manufacturer will use similar protective design features for all of its aircraft models, to minimize testing and certification costs. Transport Canada also pays particular attention to these requirements during aircraft certification, considering there are many documented cases in North America of bird strikes with large Canada geese which weigh approximately 8 lb (3.6 kg) on average, and can sometimes weigh as much as 14.3 lb (6.5 kg). At first, bird strike testing by manufacturers involved firing

GA200 - Misplaced Pages Continue

2144-525: The aircraft, as in the January 15, 2009 forced ditching of US Airways Flight 1549 . As required by the European Aviation Safety Agency (EASA)'s CS 25.631 or the Federal Aviation Administration (FAA)'s 14 CFR § 25.571(e)(1) post Amdt 25-96, modern jet aircraft structures are designed for continued safe flight and landing after withstanding one 4 lb (1.8 kg) bird impact anywhere on

2211-578: The airfield such as deer that have bypassed the perimeter fence. In this instance sharpshooting would be highly effective, such as is seen at Chicago O'Hare International Airport . Regional population control has been used on species that cannot be excluded from the airport environment. A nesting colony of laughing gulls at Jamaica Bay Wildlife Refuge contributed to 98–315 bird strikes per year, in 1979–1992, at adjacent John F. Kennedy International Airport (JFK). Though JFK had an active bird management program that precluded birds from feeding and loafing on

2278-478: The airport, it did not stop them from overflying the airport to other feeding sites. U.S. Department of Agriculture Wildlife Services personnel began shooting all gulls that flew over the airport, hypothesizing that eventually, the gulls would alter their flight patterns. They shot 28,352 gulls in two years (approximately half of the population at Jamaica Bay and 5–6% of the nationwide population per year). Strikes with laughing gulls decreased by 89% by 1992. However this

2345-417: The airport. 15 foot (4.6 meter) long cattle guards have been shown to be effective at deterring deer up to 98% of the time. Hangars with open superstructures often attract birds to nest and roost in. Hangar doors are often left open to increase ventilation, especially in the evenings. Birds in hangars are in proximity to the airfield and their droppings are both a health and damage concern. Netting

2412-677: The basis for an advisory circular and a guidance letter on using Airport Improvement Program funds to acquire avian radar systems at Part 139 airports. Similarly, the DoD-sponsored Integration and Validation of Avian Radars (IVAR) project evaluated the functional and performance characteristics of Accipiter avian radars under operational conditions at Navy, Marine Corps, and Air Force airfields. Accipiter avian radar systems operating at Seattle–Tacoma International Airport , Chicago O'Hare International Airport , and Marine Corps Air Station Cherry Point made significant contributions to

2479-425: The bird strikes a fan blade, that blade can be displaced into another blade and so forth, causing a cascading failure . Jet engines are particularly vulnerable during the takeoff phase when the engine is turning at a very high speed and the plane is at a low altitude where birds are more commonly found. The force of the impact on an aircraft depends on the weight of the animal and the speed difference and direction at

2546-410: The collision is approximately the relative kinetic energy ( E k {\displaystyle E_{k}} ) of the bird, defined by the equation E k = 1 2 m v 2 {\displaystyle E_{k}={\frac {1}{2}}mv^{2}} where m {\displaystyle m} is the mass of the bird and v {\displaystyle v}

2613-571: The effectiveness of propane exploders. Pyrotechnics utilizing either an exploding shell or a screamer can effectively scare birds away from runways. They are commonly launched from a 12 gauge shotgun or a flare pistol, or from a wireless specialized launcher and as such, can be aimed to allow control personnel to "steer" the species that is being harassed. Birds show varying degrees of habituation to pyrotechnics. Studies have shown that lethal reinforcement of pyrotechnic harassment has extended its usefulness. Screamer type cartridges are still intact at

2680-421: The elevator trim springs when the flap are extended. Ailerons : The ailerons are gap sealed and provide light and responsive behaviour to minimise pilot fatigue. The ailerons allow a high roll rate of approximately 3 seconds from 45 degree bank through to 45 degree bank the other way at normal working airspeeds. This is unique to the GA200. Wing Tips : These are removable assemblies to allow easy replacement in

2747-445: The end of their flight (as opposed to exploding shells that destroy themselves) constituting a foreign object damage hazard and must be picked up. The use of pyrotechnics is considered "take" by the U.S. Fish and Wildlife Service (USFWS) and USFWS must be consulted if federally threatened or endangered species could be affected. Pyrotechnics are a potential fire hazard and must be deployed judiciously in dry conditions. Bioacoustics, or

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2814-479: The entire airport environment is virtually impossible, it is possible to exclude deer and other mammals that constitute a small percentage of wildlife strikes. Three-meter-high fences made of chain link or woven wire, with barbed wire outriggers, are the most effective. When used as a perimeter fence, these fences also serve to keep unauthorized people off of the airport. Realistically, every fence must have gates. Gates that are left open allow deer and other mammals onto

2881-636: The evaluations carried out in the aforementioned FAA and DoD initiatives. In 2003, a US company, DeTect, developed the only production model bird radar in operational use for real-time, tactical bird–aircraft strike avoidance by air traffic controllers. These systems are operational at both commercial airports and military airfields. The system has widely used technology available for BASH management and for real-time detection, tracking and alerting of hazardous bird activity at commercial airports, military airfields, and military training and bombing ranges. After extensive evaluation and on-site testing, MERLIN technology

2948-411: The event of a sudden forward deceleration. Metal side panels attached by half turn ‘Dzus’ fasteners are fitted to both sides of the fuselage from the engine bay back past the rear cockpit. These allow ready access for ease of inspection, maintenance and cleaning. Additionally the rear fuselage upper turtledeck is easily removed for rear fuselage inspection, maintenance and cleaning. The configuration of

3015-503: The event of damage. Their shape has evolved over a number of years of “in the field” testing to provide the best possible swath width without compromising aircraft performance, and maintaining small, controlled wingtip vortices . The fuselage structure is a welded SAE 4130 chromium molybdenum steel tube assembly. The design has been optimised for maximum strength-to-weight ratio by using finite element computer analysis methods. The forward fuselage has been designed to progressively crumple in

3082-653: The first to be issued for a totally new aircraft design in Australia since the GAF Nomad , 20 years earlier. The certification basis was the Australian certification standards, Civil Aviation Orders, Sections 101.16 and 101.22. These standards in turn incorporated the airworthiness standards of Part 23 of the US Federal Aviation Regulations . To date, 50 GA200 aircraft have been manufactured at GippsAero's base at

3149-517: The ground. Bar-headed geese have been seen flying as high as 10,175 m (33,383 ft) above sea level. An aircraft over the Ivory Coast collided with a Rüppell's vulture at the altitude of 11,300 m (37,100 ft), the current record avian height. The majority of bird collisions occur near or at airports (90%, according to the ICAO ) during takeoff, landing and associated phases. According to

3216-400: The high mortality rates as well as the risk of disease transmission associated with relocation must be weighed. Between 2008 and 2010, U.S. Department of Agriculture Wildlife Services personnel relocated 606 red-tailed hawks from airports in the United States after the failure of multiple harassment attempts. The return rate of these hawks was 6%; the relocation mortality rate for these hawks

3283-648: The laboratory most commonly finds mourning doves and horned larks involved in the strike. The largest numbers of strikes happen during the spring and fall migrations. Bird strikes above 500 feet (150 m) altitude are about 7 times more common at night than during the day during the bird migration season. Large land animals, such as deer, can also be a problem to aircraft during takeoff and landing. Between 1990 and 2013, civil aircraft experienced more than 1,000 collisions with deer and 440 with coyotes . An animal hazard reported from London Stansted Airport in England

3350-432: The most effective airfield wildlife management strategy. Non-lethal management can be further broken down into habitat manipulation, exclusion, visual, auditory, tactile, or chemical repellents, and relocation. One of the primary reasons that wildlife is seen in airports is an abundance of food. Food resources on airports can be either removed or made less desirable. One of the most abundant food resources found on airports

3417-610: The outer wing panels. All components are corrosion proofed in special workshops prior to assembly in GippsAeros main hangars one, two and three. The Leading Edges consist of easily replaceable segments to minimise down-time due to bird strike and other minor leading edge impacts. These segments are not handed - one spare can be fitted at any position on either wing. This is unique to the GA200. The semi-span wing flaps are of slotted design and are effective in all flight regimes. The 15 degrees ‘Take-Off’ position assists with early rising of

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3484-406: The pilot behind and above the load has been used. A second seat for transporting the loader driver or to allow aerial viewing by the farmer has been a long requested design feature . This seat is fitted to the right of the pilot seat. The side by side seating arrangement was chosen to minimise shift of the centre of gravity with cockpit load as well as to fully utilise the wide fuselage structure that

3551-411: The playing of conspecific distress or predator calls to frighten animals, is widely used. This method relies on the animal's evolutionary danger response. One limitation is that bioacoustics are species-specific and birds may quickly become habituated to them. They should therefore not be used as a primary means of control. In 2012, operators at Gloucestershire Airport in England stated that songs by

3618-409: The point of impact. The energy of the impact increases with the square of the speed difference. High-speed impacts, as with jet aircraft, can cause considerable damage and even catastrophic failure to the vehicle. The energy of a 5 kg (11 lb) bird moving at a relative velocity of 275 km/h (171 mph) approximately equals the energy of a 100 kg (220 lb) weight dropped from

3685-1222: The reported damage costs. After a decade of using AHAS for avoiding routes with severe ratings, the strike percentage associated with low-level flight operations has been reduced to 12% and associated costs cut in half. Avian radar is an important tool for aiding in bird strike mitigation as part of overall safety management systems at civilian and military airfields. Properly designed and equipped avian radars can track thousands of birds simultaneously in real-time, night and day, through 360 degrees of coverage, out to ranges of 10 km (6.2 mi) and beyond for flocks, updating every target's position (longitude, latitude, altitude), speed, heading, and size every 2–3 seconds. Data from these systems can be used to generate information products ranging from real-time threat alerts to historical analyses of bird activity patterns in both time and space. The FAA and United States Department of Defense (DoD) have conducted extensive science-based field testing and validation of commercial avian radar systems for civil and military applications, respectively. The FAA used evaluations of commercial three-dimensional avian radar systems developed and marketed by Accipiter Radar as

3752-462: The risk of knowingly releasing animals in the airport environment. Both birds of prey and dogs must be monitored by a handler when deployed and must be cared for, when not deployed. Airport wildlife managers must consider the economics of these methods. Effigies of both predators and conspecifics have been used with success to disperse gulls and vultures. The effigies of conspecifics are often placed in unnatural positions where they can freely move with

3819-407: The risks of infection ( zoonoses ). Most bird strikes involve large birds with big populations, particularly geese and gulls in the United States. In parts of the US, Canada geese and migratory snow geese populations have risen significantly while feral Canada geese and greylag geese have increased in parts of Europe, increasing the risk of these large birds to aircraft. In other parts of

3886-613: The slower the rotation of the engine, the less energy which will be imparted onto the engine at collision. The body density of the bird is also a parameter that influences the amount of damage caused. The United States Air Force (USAF)'s Avian Hazard Advisory System (AHAS) uses near-real-time data from the National Weather Service 's NEXRAD system to provide current bird hazard conditions for published military low-level routes, ranges, and military operating areas (MOAs). Additionally, AHAS incorporates weather forecast data with

3953-473: The successful ROBIN (Radar Observation of Bird Intensity) for the Royal Netherlands Air Force (RNLAF). ROBIN is a near real-time monitoring system for flight movements of birds. ROBIN identifies flocks of birds within the signals of large radar systems. This information is used to warn air force pilots during take-off and landing. Years of observation of bird migration with ROBIN have also provided

4020-402: The tail and main wheel lift off, thus reducing take-off ground roll significantly. At a hopper payload of 1050 kg the ground roll has been measured at approximately 420 metres (1380 ft) with zero wind and 15 degrees Celsius at sea level. Full flap (38 degrees) allows a landing approach speed of approximately 50-55 knots at light weight. This allows comfortable short field landings with

4087-556: The way of the birds. Most large commercial jet engines include design features that ensure they can shut down after ingesting a bird weighing up to 1.8 kg (4.0 lb). The engine does not have to survive the ingestion, just be safely shut down. This is a standalone requirement, meaning the engine alone, not the aircraft, must pass the test. Multiple strikes (such as from hitting a flock of birds) on twin-engine jet aircraft are very serious events because they can disable multiple aircraft systems. Emergency action may be required to land

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4154-513: The wind. Effigies have been found to be the most effective in situations where the nuisance birds have other options (e.g. other forage, loafing, and roosting areas) available. Time to habituation varies. Lasers have been used with success to disperse several species of birds. However, lasers are species-specific as certain species will only react to certain wavelengths. Lasers become more effective as ambient light levels decrease, thereby limiting effectiveness during daylight hours. Some species show

4221-455: The world, large birds of prey such as Gyps vultures and Milvus kites are often involved. In the US, reported strikes are mainly from waterfowl (30%), gulls (22%), raptors (20%), and pigeons and doves (7%). The Smithsonian Institution's Feather Identification Laboratory has identified turkey vultures as the most damaging birds, followed by Canada geese and white pelicans , all of which are very large birds. In terms of frequency,

4288-496: Was chosen by NASA and was ultimately used for detecting and tracking dangerous vulture activity during the 22 Space Shuttle launches from 2006 to the conclusion of the program in 2011. The USAF has contracted DeTect since 2003 to provide the Avian Hazard Advisory System (AHAS) previously mentioned. The Netherlands Organisation for Applied Scientific Research , a research and development organization, has developed

4355-571: Was more a function of the population reduction than the gulls altering their flight pattern. Pilots should not take off or land in the presence of wildlife and should avoid migratory routes , wildlife reserves , estuaries and other sites where birds may congregate. When operating in the presence of bird flocks, pilots should seek to climb above 3,000 feet (910 m) as rapidly as possible as most bird strikes occur below that altitude. Additionally, pilots should slow down their aircraft when confronted with birds. The energy that must be dissipated in

4422-450: Was necessitated by the fitting of the larger 1070 litre (270 US gall) capacity hopper. Data from Jane's All the World's Aircraft 2000–2001 General characteristics Performance Related development Bird strike A significant threat to flight safety, bird strikes have caused a number of accidents with human casualties. There are over 13,000 bird strikes annually in

4489-413: Was never determined. Lethal wildlife control on airports falls into two categories: reinforcement of other non-lethal methods and population control. The premise of effigies, pyrotechnics, and propane exploders is that there be a perceived immediate danger to the species to be dispersed. Initially, the sight of an unnaturally positioned effigy or the sound of pyrotechnics or exploders is enough to elicit

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