José Carlos Ribeiro
FATEC Professor Jessen Vidal College, Brazil
E-mail: jotakaribe51@gmail.com
Devanildo Damião
Sao Paulo University, Brazil
E-mail: devanildo@gmail.com
Submission: 01/3/2019
Accept: 02/8/2019
ABSTRACT
The
first catastrophic avian impact victim killed Cal Rogers in 1912 in the United
States. The most recent and catastrophic accident by bird striking occurred on
August 11, 2016 with Airbus A320 aircraft apparently
after striking at least one bird upon takeoff from New York's LaGuardia Airport.
The aircraft landed safely on Hudson River. Fortunately everybody still alive,
even though the loss of aircraft hull. The purpose of this study is to present
the panorama of the bird strikes, to identify, evaluate the propensities and to
present the propositions to mitigating the bird strike risks in the
surroundings of the Guarulhos International Airport (SBGR). This study is based
on probabilistic and heuristic methods to infer about the risk propensities of
avian strikes. The study of bird strikes and risk management are essential to
anticipate and minimize the severity and reduction of frequency of occurrences.
The results of the statistical analyze point to the flight densities and the
frequency of events due to the migratory periods of the neotropic
and endemic birds. Native populations of birds travel between the Serra do Mar,
the Mata Atlântica and forests around the airport to
the Serra da Cantareira forest. Impact events are strongly correlated with the
density of aircraft movements in the SBGR.
Keywords: strike; birds; risks; airfreight;
Guarulhos
1. INTRODUCTION
Presents
the summary the set of statistical values for the tabulation of descriptive
statistical data and presents the data of the population of the most
significant and critical specimens in the scope of this study discretized in
the sample form. The topics of relevance to the study are taken into account.
The
nesting of the Southern Lapwing (Vanellus chilensis) as well as bureaucratic owls occurs in
low-grazing areas, especially in airport environments. Vultures and hawks nest
in tops of trees and hollowed trunks amid the woods. These factors potentially
increase the probabilities of impact with aircraft and various obstacles in the
ground.
The
main natural inhibitors in the activities and nesting of the largest portion of
the faunal population are strong winds. The nesting period occurs from
beginning of spring to summer, characterized by the great activity of the
avifauna. Birds of North America migrate to the South during this period.
Reciprocally, birds from the South migrate to the tropical and equatorial
areas.
According
to the IMCBio (2015), the most obvious Brazilian
routes are the coast, from Amapá to Rio Grande do Sul States (Atlantic Route) and the Atlantic Route branch,
from the mouth of the Amazon River, mouths of the Tocantins and Xingu Rivers.
These routes cross from the Central Plateau to the Paraná and São Paulo Rivers
Valley Figure 1. Other routes reach the South American Continent. According to
CONAMA report No. 462 (2014).
Sao Paulo State Guarulhos City
Figure 1: Routes
of the North and South America
Source: ICMBio (2016), modified by Author.
ICMBio (2014) states that "at least 197 species have
some migration pattern considered as migratory." According to Souto (2015) shorebirds enter Brazilian territory from
September to March through the Amapá, Pará and Maranhão States, after
moving another 30,000 km towards Rio Grande do Sul
State for summer the reciprocal migratory bird routes at North and South
America passing by Brazil.
From
that total (197), 53% (104 species) reproduce in Brazil and another 47% (93
species) in other countries. These species have elongated legs and long beaks
adapted to feed on animals in the sand and water, such as Herons, Coastal
Gulls, Mallard, Flamingos, Batuiras, Torches and
others. São Paulo State was covered by 80% by Atlantic Forest and a fraction of
Cerrado Forest.
Ferreira,
et al. (2011) relate that Guarulhos City has 320 km2 of territorial area and
only 33% of forest remains. Today around 3% cover Guarulhos City the vegetal
remains as the Maia Forest which is mentioned, and on the Southeast side of
SBGR the Forest of São Paulo Air Base (BASP). Others dispersed environmental
conservation areas exist Figure 2.
Figure 2: Conservation Units and forests of Guarulhos
Airport.
Source: City Hall of Guarulhos/Google Maps (2017), modified and adapted
by author.
This
is a result of the negative direct and indirect impacts of anthropogenic
actions, the imbalance of the ecosystem and traditional biodiversity forces
birds to move from their natural habitats to the vegetation in the Cantareira
Hill and Mar Hill regions as shown at Guarulhos International Airport map and
vegetation surroundings. Others specimens exist in the Green Belt Biosphere
Reserve of the City of São Paulo (RBCV), such as the State Park of Ipiranga Headwater, Carmo Park, Ibirapuera Park. Also worth mentioning the Tietê Ecological Park, located in the environmental
preservation zone between the two arms of the Ayrton
Senna Highway (SP-070) and the banks of the Tietê
River.
Although
in a very insipient way, advances have been achieved in the transitions from
the reactive postures, to the preventive ones and lately the proactivity to a
fragmented system in attention to the fauna questions. The protectionism of
mercantilist interests still surpasses regions, forests and ecosystems;
challenge statistics, confront danger with safety, denote palliative actions to
the essentials of air travel and the value of life.
Constitution
of the Federative Republic of Brazil, promulgated on October 5, 1988, in
Chapter VI - Environment, Article 225: "Everyone has the right to an
ecologically balanced environment, as well as common use of the people and
essential to the healthy quality of life, imposing on the Public Power and the
collective the duty to defend and preserve it for present and future
generations" (BRAZIL. 1996: 131). This Constitution explicitly also in
Article 225 of the Constitution of the Federative Republic of Brazil, paragraph
1, item V: "Control the production, marketing and use of techniques,
methods and substances that present a risk to life, quality of life and
environment;…"
By
the inventory of the Guarulhos Municipal Zoo concluded 2010 there were 501
specimens at Guarulhos City fauna like as the Great Kiskadee
(Pitangus sulphuratus - Bem-te-vis), the Cormorants (Biguás), the Brazilian Squirrel (Sciurus
Aestuans – Caxinguelês),
the Seedeater (Charadrius collaris
– Coleirinhas), the Owl-eared, the Great White Egrets
(Ardea alba), the Little White Egrets, the
Monkey-pickers Hawks, the Dusky-legged Guan (Jacuguaçus),
the Southern Lapwing (Vanellus chilensis
- Quero-queros), the Ruffous-bellied-thrush
(Turdus rufiventris - Sabiás-laranjeira), the Gray Hawks (Gaviões-Carijós),
Toucans and others. In terms of biodynamics, Carvalho (1995) also cites piscivorous birds such as the White Storks, the Cow Herons,
the Martim-angler, Brazilian Merganser (Mergus octosetaceus); the molluscivore bird like as the Snail Kite (Rostrhamus sociabilis - Caramujeiro). Others specimens such as the Harpy Eagle (Gavião-carrapateiro), search for food in clandestine
garbage dumps and irregular dumps, sanitary landfills, which create attractions
for certain types of omnivorous and omnivorous birds, such as the Caracarás (Caracara caracara), or the Southern, or Common
Caracara and the Black Vultures (Coragyps atratus). However identification and quantification of bird
population and bird species variations and their behavioral characteristics are
restrictive factors to guide effective and protective measures, since
overpopulations interfere with air traffic.
ACRP
Report 125 (2015) recommends developing airport management models to mitigate
the risks of avian impacts, reduce their probabilities and severities, and
improve organizational cultures in air operations in relation to wildlife
events. The initial milestone of aviation is also characterized by the
historical threshold of collisions of aircraft with birds. The impact of the
aviary impinges heavily on global aviation, severe structural damage to
aircraft and even catastrophic loss of lives and losses of billions of dollars
annually in world civil aviation.
Oliveira
et al. (2015) emphasize that the indirect costs per bird collision, for
example, are estimated between US$ 28,000 and US$ 30,000 for canceled national
flight and US$ 200,000 for international flights. "These are the known
values, but if we take into account that the operators do not always adequately
inform the costs, we can say that the impact of the collisions for Brazilian
aviation is much higher" said them. Brazilian aviation estimates spending
above US$ 13,000 with repair of structural damages due to avian impact.
While
in the US an estimated US$ 600 million per year. Most collisions with birds of
various species and provenances occur near the airports at low altitude during
the approach, landing, takeoff and climb phases. In detriment to the peculiar
characteristics of the Guarulhos biogenesis and the migratory dynamics, they
make the aircraft susceptible to the events of avian impact.
The
development of new risk mitigation methods and systems within an acceptable
level is in line with the Bird Strike Control program of the International
Civil Aviation Organization (ICAO). ACRP Report 125 (2015) relates that
"Airports are unique and differ in terms of location, local environmental
regulations, fauna, users, and / or resources." This study converges to
São Paulo TMA (Terminal Control Area), CTR (Control Zone), APP (Approach
Control) and ATZ (Air Traffic Zone) of SBGR. The reason for choosing the SBGR
as the focus of the studies is due to the high annual movement and to
constitute a corridor and port of entry and exit of the air traffic in SBGR.
According
to the CGNA (2016) the SBGR accounts for 94% of the movements in commercial
aviation, of these 71.7% originated and destined to the national territory. The
Northeast and South regions were the highlights in participation in the flow of
movements with 32.3% and 26.0%, respectively. SBGR participated with 27.1% in
international connections.
2. LITERATURE REVIEW
For Dolbeer (2006) apud Oliveira
(2015) "74% of reported collisions, 66% of them with substantial damage,
occur below 500 feet above ground level." It also emphasizes that
collisions occur with black-headed vultures and common frigates above those
altitudes, importance should be given to the probabilities of occurrences
around the airport site.
Flight
altitudes during migrations vary depending on species and weather conditions,
from below 600 meters up to 6,000 meters. Accord with SICK (1985) "Radar
records on the coast of England revealed that passerines migrate below 1,500
meters and at night rise to some 4,000 meters. Pough
et al. (1993) agree "There is still a record of species that reach
altitudes above 6,500 meters.
According
to Dolbeer (2006) apud Vaira (2012), in his analytical results and based on the regression
equations, he concluded that 24% of the avian impacts (dependent variable)
occur above 152 meters (500 feet) AGL (Above Ground Level). When in the search
for food or in return for rest the height is below 150 meters. The data
resulting from correlations between avian impacts and height, using the
negative exponential height model as independent variable, with 99% confidence
and with standard deviation of the dependent variable of R2 = 0.9891, according
to Equation 1.
(1)
The
graph in Figure 3 shows the probability of the risks concerning to bird strikes
a function of height.
Figure
3: Number of bird impacts as a function of height
Source: Vaira (2012, p 11)
For
the Society for Risk Analysis apud Sánchez (2011) the
risk "... is the potential for unwanted results to occur for human health
or life, for the environment or for material goods". The risk, otherwise,
is the product of the magnitude of the consequence resulting from a probable
event occurring. However this study is summarized in the analysis of the
probabilities of occurrence of the events of bird impacts.
Sánchez
(2011) also defines the danger "... as a situation or condition that has
the potential to have undesirable consequences." In the context of
aviation safety, ICAO (2013) defines as "The state in which the
possibility of injuring people or causing damage to property is reduced,
stabilized or below an acceptable level by means of a process continuous risk
identification and risk management."
In
addition Ashford (2015) defines that "Security assurance is the set of
interrelated activities which ensures that the operational controls designed to
mitigate risks are working properly."
The
probabilistic study is based on the difficulties imposed by organizational
cultures, which do not always report in a systemic way the events of sightings
and collisions. These endemic and segmented factors make complex access to
concise and identifiable data. Of the total of bird involved only 57% were
identified.
Accord
with Novaes and Cintra (2015) apud
Oliveira et al. (2015) “The factor that most limits the efficient management of
fauna risk is the imprecision in the identification of species involved in each
event. This condition is fundamental for the establishment of control measures,
even among Brazilian aviation problem species, which are often considered the
same, such as the black-headed vulture and the red-headed vulture”. Defines
risk as "The expected probability and severity of consequences or arising
from a hazard".
ACRP
125 (2015) concerning the Risk Management System (SMS) defines "The risk
assessment tool as a product of severity and probability". The risk of a
bird impact is allowed to increase if the severity (extent of damage to the
aircraft) or with the increased likelihood of occurrence.
Severity
of impact is affected by size or number of birds bumped. Sánchez (2011) says
the consequences come from the associated risks, as soon as “If risk is
understood as the combination of the probability of a failure occurring with
the magnitude of the consequences. Then risk management must act on both and
accident prevention measures should be associated with considerations of
location of the enterprise”.
For
ICAO (2013) the security management is "A systematic approach to managing
flight safety, including organizational structures, accounting, policies and
procedures required." With regard to safety ICAO (2013) also adds that
“Within the context of aviation, safety is the state in which the possibility
of harming people or causing property damage is reduced to and maintained
below, at an acceptable level through a continuous process of identification
and management of flight safety risk”.
3. METHODS
The
specific objective of this study is to describe the avifauna system in the
context of the impact events with aircraft in the SBGR, to identify the
hazards, to analyze, to evaluate the risks and to emphasize the mitigating
actions. Inferring on the social, economic and environmental consequences of
new risk trends based on ex post events in the SBGR CTR area.
From
the perspective of risks, severity and probability of occurrence, the secondary
objective is to understand, analyze and evaluate the probable causes of
aeronautical incidents and accidents due to avian impact, in order to argue
about the probability of occurrence.
The
analysis of avian presence and susceptibilities of commercial aircraft point to
the avian impacts in the area of the highest air traffic density in Sao Paulo
State. This airspace is controlled and protected by the SBGR ATZ during
descent, approaching and landing phases (CTR or APP) and intermediate stage
after takeoff and climbing phases.
Understanding
and figure out the chains of events are mixed in proposing solutions to airport
operators and airlines. Ponder by simple methods on the attributes of the
causes and probabilistic effects and related to the events of aviary collisions
and relevant to flight safety. This overview promotes and emphasizes
alternative statistical proposals for future contributions in the mitigation of
bird impact events in Brazilian commercial aviation.
It is
worth, then, of some techniques and statistical tools to understand the data
and information, in order to formalize the descriptions, analyzing and
understanding, in order to formulate and infer statistically about the results
of this study. Then this study is based on probabilistic and heuristic methods
to estimate the probability of avian impacts in the SBGR perimeter area.
Peak
hour variations, daily and monthly movements will be considered, relating them
to the behaviors of the endemic avifauna in the surroundings of the SBGR.
Correlations will be made with the statistical data of the events of avian
impact from years 2008 until 2016. It is divided into descriptive statistics
and probability functions, in order to infer about the uncertainties arising
from the phenomena characterized by discrete randomness.
The
population of the avian specimens involved is quite diverse. Searches are
conducted based on stratified sampling, selecting the most recurrent, most
significant of the severity of the effects of impacts and whose frequencies are
higher. The typologies of the main birds involved, regionalized and in
transition in the SBGR vicinal areas were selected and considered in these
studies.
Also
take into account the flight training patterns, habits, nesting, seasonality,
habitats, routes and migratory period and dynamic behavior. Correlations are
done between peak hours of airport movement and the behavioral dynamics of the
birdlife. Surveys were based on historical analyzes and systematic tabulation
of statistical data on accidents and incidents. Relevant literature was
searched, such as national and international articles, specialized books and
specific government publications.
4. RESULTS
The
migratory routes of the Americas make Brazil attractive to birds. The
Northeastern region of Sao Paulo States concentrates one of the most important
areas for migratory avifauna and air traffic. The highest collision rates occur
during the approach, landing, and take-off phases of aircraft. For Ashford
(2013) “Currently the damage tends to be minority, such as cracks in
windshields, wing flap dents and minor fuselage damage". Figure 4 presents
the movements of aircraft and bird strikes reported in SBGR from 2009 to 2016
and correlates to number of Brazil commercial aircrafts.
Figure
4: Aircrafts movements and bird strikes events
Source: The Author. (2017).
The
total number of collisions in the Brazilian public transport aviation has grown
quietly due to the increase in movements and the number of aircraft. For Grimaldi (2011) "The probability of an accident is
greater in the airport area during the take-off and landing phases and
especially at dawn and in the afternoon." Grimaldi
complements that lately the severity and importance of the events of aviary
impacts increase proportional direct with increase of the air traffic, is also
due to the modern aircraft to develop greater speeds.
This
agreement to Ashford (2015) "Where there is a large amount of seasonal
traffic, usually related to the holiday season, there may be substantial
differences in scheduling policies between winter and summer operations."
Fonseca and Martins (1994) in yours researches there are limitations to the
finite sampling space of the most significant and frequent species of faunal
species in avian collisions. Although the sample space is mutually exclusive,
the opposite may occur in cases of impacts with Hawks and the Southern during
persecutions to other species.
Therefore,
the unidentified species are partitioned into the probable sample space and
related to the main specimens like as Southern Lapwing, Buzzards, Caracaras,
Owls and Hawks, as shown at Figure 5 for the number of collisions from years
2009 until 2015.
Figure
5: Number of annual collisions in Brazil and specimens
Source: The Author (2017).
The
bird strikes are directly proportional to the numbers of landing, takeoff, and
peak hour. It is accentuated in the migratory periods and climatic seasonality,
too. In the months of September there is a new establishment of the growth of
occurrences, culminated and proportional to the number of aircraft movements in
the SBGR. The bird strikes increase from January due to the greater movement of
the aircraft and decay in July due to the migratory period Figure 6.
Figure
6: Average of the movements and their peak times
Source: The Author. (2017).
The
smallest striking rate occurs from January to February. However the frequency
of collisions increases from September with a new migratory cycle and
accentuated by the summer solstice. According to ICAO (2017) 3% avian impacts
occur at dawn, 68% during the day, 4% at dusk and 25% at night Figure 7.
Figure
7: Bird strike events by daily average movements
Source: The Author. (2018).
The
periods of hyperactivity are dedicated to eating, thereby decreasing throughout
the day and increasing at dusk. The nocturnal birds (Owls) begin their activities
after dusk until 21 hours.
According
to Quinalha et al. (2011), bird activities are more
prominent between 6 a.m. and 10 a.m. in the morning and between 3 p.m. and 6
p.m., depending on each species, which coincides with the peak ranges of the periods
of greatest incidence of impacts occur from May to October. Between 10 p.m. and
4 a.m., impacts with owls culminate with the movement of cargo aircraft, whose
operating frequencies are more prominent.
Anderson
et al. (2011) agree with research results of Neubauer,
Fleet and Ayeres (2015), because "With the
growth of air traffic, the number of accidents tends to increase if the level
of safety remains constant". However fatalities, even small ones, are still
evident in world aviation statistics.
ICAO
(2013) clarifies that "As long as the elimination of serious aircraft
accidents and/or incidents remains the ultimate goal, it is recognized that the
aviation system cannot be completely free of the associated hazards and
risks." Accord with Silva (2015) "Among the species that most collide
are the Southern Lapwing, the Black-headed Vulture and the Caracaras."
ICAO
(2013) clarifies that "As long as the elimination of serious aircraft
accidents and/or incidents remains the ultimate goal, it is recognized that the
aviation system cannot be completely free of the associated hazards and
risks." According to Ashford (2013), even if catastrophic events with life
losses are possible, the potential risks are latent in the vicinity of the
airport site.
According
to CENIPA (2015) statistics, the largest numbers of events occur in the
approach phase for landing, followed in the takeoff and cruise phase. In the
sense of ICAO (2013) "To the extent that safety risks are maintained under
an appropriate level of control, a system as open and dynamic as aviation can
still be managed to maintain an appropriate balance between production and
protection".
Then,
for Ashford (2015) "The combination of the probability of an event and its
possible consequences defines the risk associated with the event." RBAC
164 (2014) in Paragraph (a) of the General Provisions of defines that “The
danger caused by the presence of birds and other species of animals in the air
operations makes it necessary for the public aerodrome operators, in order to
carry out specific actions to manage the risk of collision between aircraft and
the fauna, through an understanding of the factors risk and the definition of
measures to eliminate or mitigate the risk.”
The
same RBAC 164 lays down in paragraph 1, supported by Law Nr.
12,725 - October 16, 2012, Article 1 and paragraph V which “Airport Security
Area (ASA) means the circular area of the territory of one or more
municipalities, defined from the geometric center of the largest aerodrome
lane, with 20 km (twenty kilometers) radius, whose use and occupation are
subject to special restrictions in attractive nature of fauna. Risks are still
acceptable, but can lead to safety degradation propensities and catastrophic
results.”
For
ICAO (2013) "Safety is a dynamic feature of the aeronautical system, where
safety risks must be continually mitigated." Risk mitigation is defined as
"The process of incorporating defensive and preventive controls to lower
the severity and/or probability of a hazard of estimated consequence".
Allan
(2006) apud CENIPA (2015) agree "There is no
acceptable level of fauna risk or evaluation methodology established worldwide,
conditions that is associated with the criterion of reducing this risk to the
lowest possible level, contribute to simplifying the measurement of the
same." The risk rate can be modeled by Poisson distribution. Accord with
Fonseca and Martins (1994) the exponential distribution of Poisson is the
decreasing function in time of density and is given by:
(2)
Or,
by the function distribution and increasing in time to and, where is the observed or expected rate or frequency
of collisions on one period
considered. Given the function of partitioning, determines the probabilities of collisions,, for a time, , given by:
(3)
By
the mean or variance of the collisions for each
particular specimen can be determined by ( por:; or . The notation as an indicative
that has exponential distribution according to the
parameter for the numbers of collisions registered in
Brazil. The probabilities are inferred by integrating the corresponding
graphical exponential functions, such that
(4)
Or,
(5)
Accord
with Magalhães and Lima (2013), based on the
exponential model and where the variable represents the reference year, for . Then the
density is
, or (6)
The
uniform distribution of probability is given by the integral of the time
interval of the function. For Magalhães and Lima
(2013) to formalize the events of fauna impacts and their relationships with
the sample data, the probability distribution function of the event is
determined given by. The discrete random variable for a real number is defined.
For
Anderson, Sweeney and Williams (2011) the likelihood continuous time interval
or time considered in the probability of collision events is represented. By
the trends equations, the number of annual collisions is defined (Figure 8)
and, therefore, it is inferred on the probability distributions of avian
impacts for the coming years. Most of the specimens under study are not
identified. The yearly probability of bird striking is agreement to and as a function of data presented in Figure
8.
Figure
8 - Frequency of collisions (SBGR).
Source: The Author. (2018).
The
frequencies of impacts were divided into twelve ranges of values with
increments of 2.67; mean hourly impacts and sample standard deviation Figure 8.
The frequency of the bird impacts is according to the hourly function described
in 6th order of the characteristic polynomial curve. The frequency density
curves of the sample classes and the negative asymmetric histogram of the
frequency densities Figure 9.
Figure
9 - Frequency of collisions (SBGR).
Source: The Author. (2018).
5. CONCLUSIONS
During
the surveys there were no reports of fatalities in Brazil, other than scattered
and not regularly reported reports on aircraft damage. The costs of structural
repairs, systems, in addition to flight delays, fuel consumption resulting from
collisions exceed R$ 2 billion per year. As mitigating measures, for example,
the newest and most advanced system of navigation and satellite approach
(GBAS), replacing the Instrument Landing System (ILS) with positioning accuracy
within a radius of 1 meter and up to 60 meters, reduces flight time, in
addition to the annual saving of 2.7% in the cost of aviation kerosene.
The
system allows the direct landing, eliminates the traditional procedures in the
traffic circuit in APP/ATZ. This new procedure reduces the time in the air
traffic circuit in low altitudes, where the chances of occurrences are much
greater and, therefore, the less exposure to the avian risk.
The
full effectiveness of the Law by preventing the practice of illegal landfills,
irregular landfills, public awareness of the correct disposal of household
waste, solid waste management, the use of falconry to inhibit avifauna in the
airport perimeter, development of new non-aggressive techniques, the reduction
of the neighborhood impact by the population density, are already significant
contributors.
Silva
(2015) agrees with the direct and indirect management of fauna employing the
capture and translocation of birds, the use of trained dogs and falconry. The
effectiveness of urban environmental planning and management, airport
infrastructure and technological resources are necessary as mitigating actions.
These
actions include restrictions on landfills, reduction of accumulated litter,
lawn mowing, removal of shelter points in civilian structures and availability
of water, noise repellents, use of radars on the airport site, etc. Considering
that responsibility for the Environmental Impact Study (EIA) and for mitigation
actions are also of airport management, however, it is up to all involved first
and foremost.
Commissions
should be formed by different professionals specialized in the specific areas
in a joint way so that all the propositions with the lowest environmental
impact and not have an academic context, but with objective evidence. Due to
the instinct for procreation, food and water needs, many birds search the
habitats of the forests in the vicinity of the Guarulhos airport site, which
makes them susceptible to impacts with aircraft in the approach radius of the
Sao Paulo TMA.
The
striking report, sighting, or near collision should be reported by airlines to
be given with less uncertainty about events. Effectives policies and actions
with constant assessments of the performance of mitigating actions.
Reforestation with native and fruit trees in areas remote from the airport
radius will create attractiveness to the birds, moving them away and confining
them naturally to those areas.
The
inaccuracies due to the associated uncertainties are significant because of the
impossibility of identifying the many specimens involved and the omission of
reports in events of avian impacts. Although events in those intervals are
independents of each other’s.
Probabilistic
and predictability models imply margins of associated uncertainties due to
numerable influencing factors such as climate change, land use and occupation,
population density, food availability, and other related neighborhood impacts.
Over ecosystem perspective, avian risk management should be such that it
minimizes the impacts of neighborhoods on the biome, especially on wildlife,
even though the focus is on air safety.
Although
there are material losses and rare catastrophic damages, the greatest losses
are those of the avifauna. Therefore, financial costs and materials with
investments in non-aggressive devices, training and valuation of the
professionals dedicated to airport security and air safety activities can be
minimized. The proposals of mitigating solutions such as the extermination of
the fauna which are said to represent a threat to the air movements are
contradictory to the environmental policies.
Then
it is imperative to conduct research to avoid them from the surroundings of the
airport in order to reduce the frequency and severity of the strikes, without
impacting on their natural habitats, through non-aggressive devices and without
extermination of the species.
The
sky of once winged were already dominated by the birds and it is up to all
stakeholders to maintain this unspeakable right. It is the responsibility of
all to minimize the impact on the inspirers who still graciously and perfectly
challenge human eyes. The analysis of social, economic, material and environmental
risks will be the theme of the next study. Exposed the analyses, discussions
and results, concludes about the aviary impacts in the International Airport of
Guarulhos.
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