faa technical center o ofthe boeing 737 747 do/fact9/32 engine bird ingestion faa technical center...

AD-A255 747

DO/FACT9/32 Engine Bird IngestionFAA Technical CenterAtlantic City International Airport oN.J. 08405 Experience ofthe Boeing 737

Ail %nded Data Baseober 1986 - Sept 1989)

EP2519 Z

JuY 1992Final Report

This document is available to the U.S. publ9'through the National Technical Inform a t.Service, Springfield, Virginia 22161

U.S. Department of Transportation 1 = -3 g ~ ]Federal Aviation Administration

92 9 24 005 92-25781,11-

NOTICE

This document is disseminated under the sponsorshipof the U.S. Department of Transportation in the interestof information exchange. The United States Governmentassumes no liability for the contents or use thereof.

The United States Government does not endorse productsor manufacturers. Trade or manufacturers' names appearherein solely because they are considered essential to theobjective of this report.

Ui

Technical Report Documentation Poge|. Report No. 2. Government Accession Ne. 3. Rocip.en"s Cetelog No,

DOT /FAA/CT-91 /32I4. Title or-1 Subtitle S. Report r)ete

THE ENGINE BIRD INGESTION EXPERIENCE OF THE BOEING-737 July 1992AIRCRAFT - EXPANDED DATA BASE (October 1986 - September 6. Perfo-ingeOrganisetion Code1989)

6. Performing Organiz Ltion Report No.

7. Author's)

Peter W. Hovey, Donald A. Skinn, and Joseph J. Wilson* UDR-TR-91-1259. Performing Oroaineton Nome and Address 10. Work Unit No. (TRAIS)

University of Dayton Research InstituteStructural Integrity Division 11. Contrect or Giant No.300 College Park (JPC 201) DTFA03-88-C-00024Dayton, OH 45469-0120 13. Type of Report end Period Covered

12. Soonsorn. Agency Nome and Address ' Final Report: Medium/LargeU.S. Department of Transportation Inlet Area EnginesFederal Aviation Administration Oct. 1986 - Sept. 1989Technical Center 14. Sponsoring Agency Code

Atlantic City International Airport, NJ 08405 ACD-210IS. Supplementary Notes

*COTR: Joseph J. Wilson; Project Manager: Bruce C. Fenton, Tech. Center

1'. Ak rot'/tDOT/FAA/CT-89/16 covers the period from October 1986 to September 1987DOT/FAA/CT-89/29 covers the period from October 1986 to September 1988DOT/FAA/CT-90/28 covers the period from October 1986 to September 1989

The Federal Aviation Administration (FAA) Technical Center initiated a studyin October 1986 to determine the numbers, weights, and species of birds whichare being ingested into medium and large inlet area turbofan engines and todetermine what damage, if any, results. Bird ingestion data were collectedfor the Boeing-737 model aircraft which uses either the Pratt and Whitney JT8Dmedium inlet area turbofan engine or the CFM International CFM56 large inletarea turbofan engine. This report analyzes the entire 3 years of datacollected by the engine manufacturers, the FAA, and the International CivilAviation Organization (ICAO) during the period from October 1986 throughSeptember 1989.

17. Key Word, 16. Distribution Statement

Probability of Ingestion Document is available to the publicBird Ingestion JT8D through the National Technical InformationTurbine Engine CFM56 Service, Springfield, VA 22161

Turbofan Engine Aircraft19. Security Clessif. (of this report) 20. Security Closstf. (of this page) ?I1 No. of Pages 122. Price

Unclassified Unclassified 196

Form DOT F 1700.7 (8-72) Reproduvction of completed pages authorizied

FOREWORD

This final report provides descriptive and statistical analyses of thedata collected over a 3-year period on bird ingestion experiences for the B737aircraft. The data described in this report were collected under separateFederal Aviation Administration (FAA) contracts with the engine manufacturers,by the FAA, and by the International Civil Aviation Organization (ICAO). Thisis the second report on the 3-year data collection period. At the time whenthe first report (number DOT/FAA/CT-90/28) was prepared, the ICAO birdingestion data were not available for the full 3-year period. This reportrepresents an update of the first report with the ICAO data included in thedescriptive and statistical analyses.

The report was prepared by the University of Dayton under Department ofTransportation, Federal Aviation Administration Contract DTFA03-88-C-00024.The principal investigator at the University of Dayton was Dr. Peter W. Hovey,and computer support was provided by Mr. Donald A. Skinn. Mr Joseph Wilsonwas co-author and the technical project monitor for the FAA during thepreparation of the report.

Accessilon ForNTIS GAI fiDTIC TABUnannounced ].lustlficatio

lVrIC QUA~ify I By

Distributlon/

Avalar-bilityCodesAvail and/or

let\ Specili

TABLE OF CONTENTS

SECTION PAGE

EXECUTIVE SUMMARY xi

1 INTRODUCTION 11.1 Background 11.2 Objectives 11.3 Organization of Report 2

2 AIRCRAFT OPERATIONS AND AIRPORT OPERATIONS 3

3 CHARACTERISTICS OF INGESTED BIRDS 10

4 INGESTION RATES 234.1 Ingestion Rate Estimates 234.2 The Poisson Process 274.3 Validity of the Poisson Process Model

for Bird Ingestions 304.4 Inlet Area Effect on Ingestion Rates 37

5 AIRPORT BIRD INGESTION EXPERIENCE 40

6 ENGINE DAMAGE DESCRIPTION 626.1 Engine Damage and Crew Action Descriptions 626.2 Probability of Damage 716.3 Crew Action and Engine Shutdown Probabilities 756.4 Engine Failures 75

7 PROBABILITY ESTIMATES 80

8 DATA QUALITY 878.1 Data Sources 878.2 Internal Consistency 87

9 CONCLUSIONS 94

10 REFERENCES 96

11 GLOSSARY 98

APPENDICES

A - Airports with Scheduled Boeing-737 Flights and/or ReportedBird Ingestion Events

B - Contents of FAA Bird Ingestion Data Base Boeing-737 Airplane

C - Statistical Hypothesis Testing

v

LIST OF ILLUSTRATIONS

Figure Page

E-1 737 Aircraft Engine Bird Ingestion Study Data Summary xiii

2.1 Histogram of Monthly Aircraft Operations by Engine Type 9

3.1 Contour Map of Domestic Aircraft Ingestion Events 11

3.2 Histugram of Bird Ingestion Events by State 12

3.3 Histogram of Number of Birds Ingested by Weight Class 18

3.4 Histogram of Monthly Worldwide Aircraft Ingestion Events 20

3.5 Histogram of Seasonal Aircraft Ingestion Rates 21

3.6 Histogram of Aircraft Ingestion Events by Time of Day 22

4.1 Histogram of Monthly Aircraft Ingestion Rates by Engine Type(Normalized for Inlet Area) 26

4.2 Comparison of Observed and Predicted CDFs for UnitedStates JT8D Aircraft Ingestion Events 31

4.3 Comparison of Observed and Predicted CDFs for ContiguousUnited States JT8D Aircraft Ingestion Events 32

4.4 Comparison of Observed and Predicted CDFs for ForeignJT8D Aircraft Ingestion Events 33

4.5 Comparison of Observed and Predicted CDFs for UnitedStates CFM56 Aircraft Ingestion Events 34

4.6 Comparison of Observed and Predicted CDFs for ContiguousUnited States CFI56 Aircraft Ingestion Events 35

4.7 Comparison of Observed and Predicted CDFs for Foreign CFM56Aircraft Ingestion Events 36

5.1 Histogram of Aircraft Ingestion Events at Domestic Airports 50

5.2 Histogram of Aircraft Ingestion Events at Foreign Airports 52

6.1 Estimated POD Function for Any Damage with the 95 PercentConfidence Bound 74

6.2 Estimated POD Function for Moderate or Worse Damage withthe 95 Percent Confidence Bound 74

6.3 Estimated POD Function for Severe Damage with the 95 PercentConfidence Bound 74

vi

LIST OF ILLUSTRATIONS (Continued)

Fixure Page

8.1 Comparison of the United States Bird Weight Distributions 91for the First, Second, and Third Years

8.2 Comparison of the Foreign Bird Weight Distributions forthe First, Second, and Third Years 92

vii

LIST OF TABLES

Table Page

2.1 Scheduled OAG Airport Operations by Seasonal Month 5

2.2 Scheduled OAG Airport Operations by Season 6

2.3 OAG Airport Operations by Month 7

2.4 Scheduled Aircraft Operations by Engine Type 8

3.1 Tally of Positively Identified Bird Species Broken Downby US, Foreign, and Overall 13

3.2 Weight Distribution of Ingested Birds by Origin 15

3.3 Summary Statistics for Ingested Bird Weights 19

4.1A Breakdown of Bird Ingestion Rates by Engine and Location(Based on Aircr1ft Operations) 24

4.1B Breakdown of Bird Ingestion Rates by Engine and Location(Based on Engine Operations) 25

4.2A Ingestion Rates for Engine Type by Phase of Flight(Based on Aircraft Ingestion Events) 28

4.2B Ingestion Rates for Engine Type by Phase of Flight(Based on Engine Ingestion Events) 29

4.3 Results of the Exponential GOF Tests to Verify thePoisson Process 38

5.1 Frequency Count of Aircraft Ingestion Events by Airportand Phase of Flight 42

5.2 Airport Bird Ingestion Rates 59

6.1 Definition of Engine Damage Categories 63

6.2 Types of Damage Caused by Bird Ingestions 64

6.3 Tally of Positively Indentified Bird Species by WeightRange and Event Type 66

6.4A 737 Aircraft Engine Bird Ingestion Damage Summary 67(Total Bird Events)

6.4B 737 Aircraft Engine Bird Ingestion Damage Summary 68(Single Bird Events)

6.4C 737 Aircraft Engine Bird Ingestion Damage Summary 69(Multiple Bird Events)

viii

LIST OF TABLES (Continued)

Table Pagte

6.5 Phase-of-Flight (POF) Analysis 70

6.6 Aircraft Airspeed Analysis 70

6.7 Multiple Engine and Multiple Bird Analysis 70

6.8 Damage Severity Definitions 73

6.9 Conditional Probability of Crew Action Given The Engine 76Damage Severity

6.10 Engine Failure Summary by Bird Weight 78

7.1 Aircraft Operation Ingestion Probabilities 81

7.2 Aircraft Operation Ingestion Probabilities by Locationand Engine Type 82

7.3A Probability of Ingestion as a Function of Bird Weightby Location and Engine Type (Based on Aircraft Operations) 83

7.3B Probability of Ingestion as a Function of Bird Weightby Location and Engine Type (Based on Engine Operations) 84

7.4A Probability of Ingestion as a Function of Bird Weightby Location (Based on Aircraft Operations) 85

7.4B Prnhability of Ingestion as a Function of Bird Weightby Location (Based on Engine Operations) 86

8.1 Counts for United States and Foreign Aircraft Events andAircraft Operations by Year and Engine 89

8.2 Chi-Squared Test Statistics for Comparing Annual IngestionRates 89

8.3 Comparison of Weight Distributions Between Birds Ingestedin the First, Second, and Third Years 90

ix

EXECUTIVE SUMMARY

An investigation was initiated by the Federal Aviation Administration(FAA) Technical Center in September 1986 to determine the numbers, weights,and species of birds which are ingested into medium and large inlet areaturbofan engines during worldwide service operation and to determine whatdamage, if any, results. This report summarizes the three years of Boeing-737(B737) data that were collected by the engine manufacturers, the FAA, and theInternational Civil Aviation Organization (ICAO) as part of a separate datacollection.

This report includes the ICAO data in the statistical analysis. Theprevious report (report number DOT/FAA/CT-90/28 (1]) was based only on thethree years of data collected by the engine manufacturers and the FAA becauseonly the first two years of ICAO data were available. Previous reportscovered just the first year of data (report number DOT/FAA/CT-89/16 [2]) andthe first two years of data (report number DOT/FAA/CT-89/29 [3]).

The main difference between this report and the previous report is thatthere is a substantial increase in the number of foreign bird ingestion eventsthat were reported. There was no change in the total number of B737operations so that an increase in reported ingestion events results in anincrease in estimated ingestion rates and probabilities for foreignoperations. The statistical tests that were performed throughout the reportwere not significantly affected by the increased data.

Figure E-1 is an overall summary of the data that were collected during

the 3 years of this investigation which extended from October 1986 throughSeptember 1989. A totn1 of 8.91 million aircraft operations were flown byB737 commercial aircraft during the 3-year ppriod. B737 aircraft equippedwith Pratt and Whitney JT8D medium inlet area turbofan engines accounted for71.8 percent of these flights. The remaining 28.2 perrent of the flights weremade by B737 aircraft having CFM International CFM56 large inlet area turbofanengines.

During the three years of data collection, birds were ingested by one orboth engines during 1,410 aircraft operations which yields a probability ofaircraft ingestion of 1.58 x 10-4. One or more birds were ingested into bothengines of the aircraft during 58 of the 1,410 nircraft ingestion events.Thus, a total of 1,468 engine ingestion events were reported during the datacollection period. There were 17.82 million engine operations during thisperiod which yields a probability of engine ingestion of 8.24 x 10-5. Aconclusion of these data is that bird ingestion events are rare, but probableevents.

The species of the ingested bird was reliably identified 253 times. Theorder charadriiformes (shorebirds) was most frequently represented with 99ingested birds. The majority of ingested birds (238) weighed 40 ounces orless. The bird weight distribution of ingested birds in the United States wasdifferent from the distribution in foreign countries. The median bird weightin the United States was 4 ounces higher than abroad; however, the domesticmean bird weight was 1.9 ounces lower than abroad. The bird ingestion ratewithin the United States was significantly lower than the foreign birdingestion rate.

xi

majority of engine ingestion events (1,208 of 1,468) involved asingle bird and a single engine on the aircraft. The remaining 260 engineingestion events involved 144 single engine, multiple bird events, 23 dualengine, single bird aircraft ingestion events (46 engine ingestion events), or35 dual engine, multiple bird aircraft ingestion events (70 engine ingestionevents). Multiple birds were ingested in both engines in 29 of the 35 dualengine, multiple bird aircraft ingestion events which resulted in 208 multiplebird engine ingestion events. There were a total of 58 dual engine aircraftingestion events which when combined with the 144 single engine, multiple birdengine ingestion events totaled to 202 aircraft ingestion events involvingmultiple engines and/or multiple birds.

Engine damage occurred in 39 percent of all engine ingestion events, andthere were 180 engine ingestions that resulted in engine damage classified asmoderately severe or worse. The majority of bird ingestions resulted inlittle or no engine damage.

The majority (856 of 1054) of aircraft ingestion events, for which thephase of flight was known, occurred within the airport environment duringtakeoff and landing. The probability of engine damage is greater when thebird ingestion occurs during the takeoff and climb phases of flight than whenit occurs during approach and landing. Aircraft airspeed at or above 140knots also increases the probability of engine damage.

It was determined that 2.9 percent of all engine bird ingestion eventsresulted in an engine failure. Eight engine failures were caused by birdsthat weighed less than or equal to I pound. Engine failures are also morelikely t. occur when multiple birds are ingested into an engine.

xii

IiiU)

-o 0C

0 0

cm

(OS zS0

C4C04,-

ca c.0CE=

a LU

aa2- I- U

41 40

C-4C

400

U p)

00 0ui LC6 C.m12T co.

33',*I 4C o .c

C Im &%n - g

o zi

The following summary shows the most pertinent statistics extracted fl

the three years of data for the B737 aircraft:

Median Bird Weight (oz)* Worldwide 10.0

Mode Bird Weight (oz)* Worldwide 40.0

Probability of Ingestion Per Aircraft Operation

Worldwide 1.58 x 10-

United States 0.63 x 10-4

Foreign 2.70 x 10-4

Most Commonly Ingested Bird

United States Dove/Gull

Foreign Gull/Lapwing

Engines Experiencing Moderate/Severe Damage 180

Multiple Bird, Engine Ingestion Events 208

Dual Engine Aircraft Ingestion Events 58

Dual Engine, Multiple Bird Aircraft Ingestion Events 35

Single Engine, Multiple Bird Aircraft Ingestion Events 144

Aircraft Ingestion Events By Phase-of-Flight

Takeoff and Climb Phase-of-Flight 60.7%

Approach and Landing 36.7%

Airports Reporting Bird Ingestions 409

Ratio of Reported Events to Aircraft Operations

United States 0.63 x 104

Voreign 2.70 x 1O0

* Divides the weights into two groups with half the weights below the median

and half above.SThe weight that has the highest frequency.

xiv

SECTION 1INTRODUCTION

1.1 BACKGROUND.

Contention for airspace between birds and airplanes has created aserious bird/aircraft strike hazard. Past studies [1,2,3,4] have indicatedthat birdstrikes to engines are statistically rare events. The probability ofa birdstrike during any given flight is extremely low; however, when thenumber of flights is considered, the number of birdstrikes becomessignificant.

The windshield and the engines are particularly vulnerable to thebirdstrike threat. Although penetration of the windshield by a bird isprimarily a concern for military airplanes operating at high speeds in a low-altitude environment, such a penetration has occurred on a civilian airplane

* resulting in the death of the co-pilot. Ingestion of birds into turbineengines is a safety problem for commercial as well as military airplanes forit can cause significant damage to the engine resulting in degraded engineperformance and very possibly failure.

In their studies of bird ingestions on commercial flights, both Hovey[1,2,3] and Frings [4] indicated that nearly all bird ingestion events haveoccu:red in the vicinity of airports during the non-cruise phases of flight.This is understandable because these phases of flight naturally occur closerto the ground where bird concentrations are higher, resulting in a higherprobability of birdstrike.

The solutions to the problem of engine damage resulting from birdingestion are similar to those for windshield birdstrike, e.g., structuraldesign consideration to withstand impact or bird avoidance. Bird avoidancecan be facilitated by either of two approaches: (1) keeping airplanes out ofairspaces with large bird concentrations, and (2) removing birds from theseregions of airspace. The bird avoidance approach can have various degrees ofsuccess or failure for commercial air fleets because flight schedules placeairplanes in specific areas at specific times and the effectiveness of airportbird control programs (if any) varies from airport to airport and country tocountry.

Structural design of engines to withstand bird ingestions can beaccomplished provided that requirements with respect to bird weights andnumbers can be identified. Bird ingestion data for medium/large inlet areaturbofan engines and small inlet area turbine engines [5,6] have beencollected by several engine manufacturers. Statistical evaluation ofbird ingestion data from these data collection efforts and previous birdingestion studies will be useful in re-evaluating certification test criteriaspecified in Federal Aviation Administration (FAA) Regulation 14 CFR 33.77.As a result, future turbine engines can be designed to withstand morerealistic bird threats.

1.2 OBJECTIVES.

The objective of this report is to determine the relationship of birdweight, number of birds ingested, geographic location, season, time of day,

phase of flight, and engine type to the frequency of bird ingestion events andthe extent of engine damage, if any, resulting from the ingested birds. Thestatistical analysis of reported bird ingestions experienced by commercialB737 aircraft worldwide over a 3-year reporting period is used to summarizethe service threat and level of engine damage experienced by these aircraft.The findings of the analysis will be helpful in defining minimum engine designrequirements for resistance to damage as a result of bird ingestions.Moreover, this study will provide a comparison between the experiences of acontemporary high bypass ratio turbofan engine (CFM56) and an older low bypassratio turbofan engine with a smaller inlet (JT8D) exposed to similar aircraft-bird ingestion environments.

This is the second report on the 3-year data collection period. Therewere three major sources of bird ingestion data for the 3-year period: theengine manufacturers, the FAA, and the ICAO. At the time the first report wasprepared, the data from ICAO were not available for the full 3-year period.This report represents an update of the first report with the ICAO dataincluded in the analyses.

1.3 ORGANIZATION OF REPORT.

Section 2 defines, discusses, and differentiates airport operations andaircraft operationg. Sertion 3 identifies the characteristics of bird speciesthat have been ingested and reliably identified. Section 4 describes birdingestion rates by locntion, engine type, and phase of flight. Section 5provides a geographic placement of bird ingestion events throughout the world.Section 6 summarizes engine damage resulting from bird ingestions. Section 7examines the probabilities of various bird ingestion events. Section 8summarizes the changes in the second edition and discusses the quality of thedata collected in this study by examining the sources of the data andevaluating the consistency of the data from the first year to the third year.Section 9 provides a summary of the results obtained from this data analysis.Section 10 provides literature references. Section 11 is a glossary of terms.

2

SECTION 2AIRCRAFT OPERATIONS AND AIRPORT OPERATIONS

Aircraft operations and airport operations data are used to determinebird ingestion rates. Operations data (and their sources) used to generatebird ingestion rates are discussed in this section. Definitions are providedto aid in understanding these data.

An aircraft operation as defined in the glossary is a nonstop flightfrom one airport (departure airport) to another airport (arrival airport) andconsists of seven phases of flight which include: (1) taxi-out, (2) takeoff,(3) climb, (4) cruise, (5) approach, (6) landing, and (7) taxi-in. An airportoperation is considered either a departure from or an arrival at an airport.When all scheduled flights are considered, the number of airport operations istwice the number of aircraft operations.

The Official Airline Guide (OAG) is the data source for scheduledairport operations. Counts of airport operations involving B737 airplaneswere extracted from OAG magnetic tapes and maintained by airport code. Thecounts were further categorized by month of year and hour of day so thatseasonal and time of day analyses could be performed.

Table 2.1 presents the OAG airport operations counts by seasonal monthsfor the 3-year period. The counts are also broken down by several geographicregions. Table 2.2 presents the same airport operations counts as Table 2.1;however, an adjustment for hemisphere has been made. It should be noted thatthe number of aircraft operations for each of these categories is one-half thenumber of airport operations. Frings [4] defines autumn in the NorthernHemisphere and spring in the Southern Hemisphere as the months September,October, and November. The collection period for each year of B737 data wasOctober through the following September. Consistency with Frings ismaintained in Table 2.1 and Table 2.2 by grouping operations counts forOctober and November with the operations counts of the following September.

Table 2.3 presents two cross tabulations of airport operations by monthand OAG destination-arrival code. The first tabulation includes all airportsat which one or more B737 operations were scheduled during the reportingperiod. The second tabulation is a subset of the first and includes onlythose airports at which a bird ingestion event was reported during the 3-yearperiod. The destination-arrival code is taken directly from the OAG tapes andits values are presented as a footnote in Table 2.3.

A tabulation of aircraft operations by engine type and geographic regionis required to obtain bird ingestion rates for these parameters. Table 2.4presents a tabulation of B737 aircraft operations by engine type andgeographic region for the reporting period. The OAG operations data identifyimplicitly the geographic region through the airport code and also identifyexplicitly whether the airplane is a B737; however, the engine type of theairplane is not reliably identified in the OAG data. The aircraft operationspresented in the ALL ENGINES column of Table 2.4 are derived by dividing theairport operations in the TOTAL column of Table 2.1 by 2. The aircraftoperations for the CFM56 engine were provided by the engine manufacturer asactual flights flown during the reporting period and are considered reliable.

3

Similar data were not available for the JT8D engine. The JT8D aircraftoperations were therefore derived by subtracting the CFM56 aircraft operationsfrom the total aircraft operations for both engines.

The engine manufacturers provided the FAA with a listing of monthlyoperations counts for their respective engine types; however, the counts didnot agree with the OAG counts. Monthly percentages for each engine type werecalculated from the engine manufacturer's data and subsequently applied to theJT8D and CFM56 engine totals in Table 2.4 to estimate monthly aircraftoperations for the reporting period. Figure 2.1 is a histogram showing theestimated aircraft operations for each engine type.

4

I o %~D r-H cn AC1 w Ar CIANIN 0 o (nH r4 N CIO -4i NO %D%IN Vw ( IVI 0J~ qw oj' Cr-tHI~ %0 c % nco 0o c oUC*'4 '- CIA r0

I I (n .-qIv w(0%n %D t-oM (n r r-H 0ilc CDi-a oo Hr-. rok..- Il * - . - - .1 I * . I.4

I v j- co m CN S, (A 0 co In0G n 0I r0 0L41 LOIt e'N j N H -4I U) 'clO~ w D co v oi H 0 0% H (A U) r- C

0I0 N ri 14vD IVr O Oo *i~ ~W in~ r %D - -I NrON OE- I I . ]-4

%I %-4cO t-~ ON[. H D0 %r- 0% w Dq 0 co v v~ 1coo LO C~ GNr 0 %OC-I % V r OCA n 0 c U v-~~ CLAnI v -wv1) tfIqM ON 0% CV .r w -Co %DO- .4r M N 0 .4 ) * ~ C-.4 H LOU

0 Dr DNM l0C4U Dr ONHr - - 0 -IHr0 n0U)co Ln -H N O~N N v A LA U %D r-~c v o IVr MHr- 4 v lH0

%D Dr, , ot- O ot-O H N (nrr-4 1 C- L nlwLI3 C1 H I- =A I-4 (n -- H r -W

>4 ON U)

U2n z 00~ ON -%D MOD 00LA Ln coOCI 0" mC V coN Ocoz wi 0 > kD Or C 0 ODCo4N M eON -*r Dc - %D rCOH v NO~j N COD o

E- -4 1 L c - D0 DMc 0 1 1- 1. 0 r- ON CV0c -cD%

E~z -4 4 0 Ln0 om D- o 00~c ONAr- qr -* ,O~N tOI c %DO'%D'Wz 0 %D r- t- c%4 r 0com t D r4O C- N~c~ Co r-1 0 ~ r-i -o',Hn L

Q.U )N N N- HH lMr- - r4 l

0 0NL C4 c)0rI n 0 L H ODr-40 r- 0HLA'%D N CID D%D

I4 1 I Vk )0 %H m I D )% o0 O ý MI TrINL ok -O N% -Nc co tAHI t- k-jo 00 rI vInN -L

w Ir-mr -I O H49 NNOIOv o* LO ')D~ I- LnODOnln t o %co Ir 0m c oc C -r -I N m vc r rH' Ii H I, n lrL D%

0 c r H oL) g n wHo~ r-"Tr o )0 N%D. %0 C% %DO~>Ior )m o Nr D% r-- 0 ODV1 r- -nMON(o H - C40 ;rr Irc O 00 r H wHH%D co r- m N %DON ON U

H I 1 00 N0 LOHI H N NT mH HHrHn L IrC)m lc n% D NC

H H H0 H HH0 A%( ( . (0 ý4 as ("-H 4.3 4.3 4-) 4.) 0 4) 4.3

E- 4-) r, co Imo r- co Im0 r-co ON0 .gr, OD M0 4 r- co (30 r coo 0%(0 co c coE-l cOD 0coH E- wco coE wcE-i 13000 O E4 00o0co E-4 00ODcooE-4(J ft % %. I ft % S . .5n % % % % % %o U) 0 4 04 $4 Mfl 0 4 $4 34I . $43- *-- 4 04 $~4 ýa~4 04

M EnU) 4 J( f )4 OlWU 4UU I2 )C )I) WU2)CJ WnrnE c ) nU) CJ ) 0 nU 1to CI 11 >4 ticII1I1 4 1I1I1 4 1I1I>4 = I I I > 1 1 >4:$ ýD r CI 4J - oD W I.r'- Dr-co tD - O -co

.4 0cow0 w w U cOD 000 co0 cow 00oco 00O 4 .CO OD 0 W 00ODCO 4)S0 :1 ft , % % % ) r % % Q 4- % % 4) ..44 % 0,d I% %

ti U ~4J 4J 4J 4 4- 4- - P 0 4J 44J~ P 0J4-)4J.P 4 ) 04J 4J 4J. P 4J 4J 4JP$4i -4 U 0 U 4 u () X -HUU. u )0r )u uU r.cU 9 '()uA )u Q

04.JO0OO0E-4 4-) 0 0E04 0 0 00E P JOO- V40 0OOVE-04 HO40OO0E-4o r H p- $44 0. $4

0)r0 0 0 0 0C) ~Z4 z C

5

CD %D r-H m O'N (4qr 0 -HN O~0CD Mr-H N n r L Ifl NO '10w

(0 r-~I~ 0.DNM I) r-( 0 M0O n nq n1 C-1 0MI 4 U- .q C4 =q N .4 H =n %0 .0% 0 DHC4 0 ON H ON n(- N

0 CD0NH 0 N -9 %D I r--o ~ ON 0 i ouqO Or- HOr q %MCN C-) mAlN NHH cl ON N 4 CJ C vU' I HOO 4 OL ANN r

zU) 1I ý 0- OLfl qc - D' H r nU i (iA Ln 0 C MO, r ODD 04 CID

I 0) (n oN 0)N qzr r- o LAn -o , ONa NI H NIc N 00 bNin i cI 1 1i. 1 = . .4 . . . %I - 'I . %

o9 IZf NO rk o N 1lw N HH %D HH q.rC 0Lnf4q~ q nr4 CDU)r c- C~ (A.N' N C14ONV D )0 Dr NqNO 00 cLO CrI~ L N tne-W

I4 I 3: k -r N -r00( %DD -0 H C1 Sl r, H S n M )(

U) OD~

OHr- >4

%D ~WL q0NO )~O c- Oco -4C Dc Ht 0%0Hr n inmvM - . L Na z n0 0M 0 ) ýD 00~3~ OWD r-DI MOH~ W' OHN r )CzI .ý ý I . I 1%

~134~ W 4 .4-. *) 0 -1H r w 4 O Dcn ON HO0H H U rO-wLnDo % OHfk q

aU) r-r N N- 0N 00M %H% -H N ) HH OD HHHL )q nr

0 0

PC 0 to) ~ NLLAN )C4 C40 N H ( LAW 00H HW 0 O HO w0 0 l r-W CD (M

0 O~N c~ r4q- WC-z 0 D Wc ,c)I0W ( O n c e m (~LA N H N-'%O% 'Lin.4: E-4 0 - . . % = . .4 .I . .4 * .4 - . .

0 N Ln 00D r- 0%ON%D %D 0 0 ( % r % O~ NH H-I r- a VODNro%D I- M '0- 0-H O 0H M LAO O'M.L n - qr(A H W C44V C4

CD I (n N- r-O n C 0C Ik ýr N Nl H H H VHH H n q 0%(A

En E-4 I0 01 NO0 %D MLA30 CI HH rl()Ln %0'ON NO41 r49. 0 C'4C ~ - D

0 1 '-4 .= - I .4 - 4 =S

I4 =4 OD 00 U) H S- H N -I*TL ,r n v M (N0 D C n %

N' r r- WCDL MHN r-0000v 0r-N LAc0 N ~ MOc LAV m (7iiNiLn m-W

E-4H~~4 H G H0

0 M to to 4 k to 4 to to.r 4.) V) V. 4) V) ) 46) V)V4 r 0 N lON0 r NCD N0 r00NW ON 0 ,r 0NWO X r 0 . CO % 0 NWOCD0%(0 0 0co ()OE-4 W CD0E-4 w 000WE-4 400CD CDE-4 04ocW 0 E-4 W CD DE-4V % % o t %% Mfo n 0 t 40 U) " 04 " $4. *-r4 Q 05. k -4 0a 4 0 M$

(1 4W0W 4)000 0 00) 0 4) to0 0) r 0; 0)0)4 ) 4 (004J W UW En 4) En0) i) M )) (1 U))) 0U)U)UIn)0 U)U)f ) rlul En0

o U (aII 1>4 1 1 1>4 = IIlI>4 = I 11>4 1 1 1>4%D r, 00 41 %DN r- 0 0 %DN r,0 ONW0 4 Dr G o"N

0OCDW0W0 ( U)cOW0WG) 0 Wco 0 ) 90 00 ) 9 0 00OW 4WW ) PC 0 0coW-% . ) % % % ) ft % ) k.4 % % I %.. (1 k 0) *-4sf % %

0c 041 V V5. V4)4)4 k M4.)444)V kU)W4V V4V k 0 V V4)45 k 4J4J4V5V.V

a41 00 0E-4 v 000o-0 pWOOC0PE- 00' i OE-4 V 0 0 0E-4 -' HOE-4r. -I w. $4 j $o 0 0 0 0o r4 2 U

TABLE 2.3 OAG AIRPORT OPERATIONS BY MONTH(OCTOBER 1986 THROUGH SEPTEMBER 1989)

ALL AIRPORTS WITH SCHEDULED B737 OPERATONS

-..... -. --. -----. OAG DESTINATION-ARRIVAL CODES --------------------MONTH (0) (1) (2) (3) (4) (Total)

--- ----------------------------------------------------------------OCT 641,872 776,446 11,516 212 8,986 1,439,032NOV 630,484 750,104 11,174 146 9,064 1,400,972DEC 653,862 786,540 12,090 108 10,228 1,462,828JAN 661,904 791,504 12,556 174 9,682 1,475,820FEB 607,282 733,084 11,566 174 8,394 1,360,500MAR 669,266 805,420 12,456 180 8,934 1,496,256APR 661,436 783,124 11,738 212 8,130 1,464,640MAY 693,966 814,452 12,124 264 8,882 1,529,688JUN 685,538 803,792 13,042 182 9,100 1,511,654JUL 708,036 831,962 13,700 290 10,008 1,563,996AUG 720,400 845,508 13,336 350 10,032 1,589,626SEP 700,354 804,790 12,440 364 8,746 1,483,634

TOTAL 8,034,400 9,526,726 147,738 2,656 110,186 17,821,706

AIRPORTS EXPERIENCING BIRD INGESTIONS DURING REPORTING PERIOD

-----------------. OAG DESTINATION-ARRIVAL CODES -------------------MONTH (0) (1) (2) (3) (4) (Total)

------ ~~~~----- ------------ -------- -------- ---------OCT 409,604 602,384 8,376 212 5,729 1,026,305

NOV 406,442 583,757 7,811 146 5,691 1,003,847DEC 421,210 611,970 8,349 108 6,348 1,047,985JAN 426,326 616,496 8,668 174 6,079 1,057,743FEB 392,519 572,802 7,958 174 5,315 978,768MAR 432,869 629,646 8,483 180 5,790 1,076,968APR 427,835 611,822 8,084 212 5,359 1,053,312MAY 450,877 638,458 8,484 264 5,860 1,103,943JUN 447,965 629,500 9,118 182 5,997 1,092,762JUL 459,566 649,333 9,370 290 6,550 1,125,109AUG 466,043 660,417 9,063 350 6,528 1,142,401SEP 453,994 627,456 8,646 364 5,842 1,096,302

------.--------------------- ---. ------------------- ----------TOTAL 5,195,250 7,434,041 102,410 2,656 71,088 12,805,445

=0 Any Carrier. Operation begins and ends out of the US.=1 Domestic Carrier. Operation begins and ends in the US.=2 Domestic Carrier. Departure or arrival, but not both, in thp US.=3 Foreign Carrier. Operation begins and ends in the US.=4 Foreign Carrier. Departure or arrival, but not both, in the US.

7

TABLE 2.4 SCHEDULED AIRCRAFT OPERATIONS BY ENGINE TYPE

GEOGRAPHIC LOCATION JT8D CFM56 ALL ENGINES

United States

Oct'86 - Sep'87 1,160,091 353,656 1,513,747

Oct'87 - Sep'88 1,082,543 527,431 1,609,974

Oct'88 - Sep'89 1,007,797 697,654 1,705,451

Three Year Total 3,250,431 1,578,741 4,829,172

Foreign

Oct'86 - Sep'87 1,057,633 174,206 1,231,839

Oct'87 - Sep'88 1,062,971 302,415 1,365,386

Oct'88 - Sep'89 1,025,228 459,228 1,484,456

Three Year Total 3,145,832 935,849 4,081,681

Worldwide

Oct'86 - Sep'87 2,217,724 527,862 2,745,586

Oct'87 - Sep'88 2,145,514 829,846 2,975,360

Oct'88 - Sep'89 2,033,025 1,156,882 3,189,907

Three Year Total 6,396,263 2,514,590 8,910,853

8

= 69.df3S

= ~69,Nflr89.AW4

c__ 69,NIdV

ED 69."1_______69.83J~

">-4

_____99.d3S r0

______ ggsny

Q99Nnr

_____ _ ___ ___ 9,83dY

_________99,Ni 4 -

LOLADN -4

_ _ _ 0___ __ __ ___ __ ___ L9on

_____ _ __ ____ BJ.3____ __ ___ __ ___ __ gd3

___ ___ LBoNfl

=000 t___ X)___ SN______d L9.IHJV

= ____ _____9993

SECTION 3CHARACTERISTICS OF INGESTED BIRDS

This section provides a description of the birds that were ingestedduring the data collection period and an analysis of the extent of the birdingestion threat. The bird related features that are described in thissection include species, weight, seasonal trends, time of day trends, andgeographic location.

A detailed breakdown of aircraft ingestion events in the United Statesis presented in Figures 3.1 and 3.2. Figure 3.1 is a contour map of thecontiguous United States with the height of the contours being proportional tothe number of aircraft ingestion events in each state while Figure 3.2 is abar chart with the same information plus Alaska and Hawaii. Texas andCalifornia have the greatest number of ingestions followed by Hawaii, Florida,Illinois, and New York.

Table 3.1 provides a tally of all the species that were positivelyidentified by an ornithologist during the collection period. The counts inthe US, Foreign, and Overall columns of Table 3.1 indicate the number ofaircraft ingestion events in which each bird species was ingested. Thespecies are listed by order and family and it is apparent that the gulls,doves and lapwing/plover families of the order charadriiformes (shorebirds)are the most commonly ingested birds worldwide. The order columbiformes(doves/pigeons) appear to be a bird ingestion problem for the United Stateswhile the order falconiformes (hawks/vultures) poses a significant threatabroad.

One of the disappointing features of the B737 bird ingestion data baseis the low bird identification rate. The bird species was positivelyidentified in only 237 out of 1,410 aircraft 4ngestion events that wererecorded giving a 16.8 percent identification rate. The identification ratefor engine ingestion events in which an engine sustained damage (23.4 percent)was almost 74 percent greater than the identification rate for events whichcaused no engine damage (13.3 percent); which could indicate that the group ofidentified birds is biased to include more birds in the size and weight rangesthat tend to damage engines when ingested. Any conclusions about thepopulation of ingested birds should be viewed with the caution that the samplemight be more representative of the population of birds that damage enginesthan of all birds that are ingested.

The species-related descriptions of ingested birds in this reportprobably provide a conservative view in that the birds that caused damage arebetter represented in the sample than birds that did not cause damage. Thebird features that influence damage cannot be discerned, however, because ofthe possible bias in the identifications. That is, the differences betweenthe birds that cause damage and the birds that don't cause damage cannot bereadily identified since there is less information about the birds that didn'tcause damage.

Table 3.2 is a frequency table of weights for the positively identifiedbirds. The bird weights are derived from the species identification and whenpossible are adjusted for the age and sex of the ingested bird. The modes in

10

4J

3o

ra

0

-4

44)

to

'U

$-4

14

0

-44

0

041'004

'-4034-'

W~ DjUIUK5y)S -f

(ge) *DX*J -

-%n -

(L) DD13~D 4Vfl0S -

(j) DUfl0JDD q4jflS -

(Il) PUOPI SPOIW -

(9) DIUDAVAUU~d-(S) uso.jo - 0)41

(g) DLMDPI -

(L)0140 -(S) DUUOJD3 O I~N -

(10) AMW. AN -(0o1) )IJOA maN - >

(i) M~jFG AwN-0

(f) DPDAN -L

(Z,) uuuuuln -0

(C~) mauuuw -

(Z) uo6SiPsyg - V

(1,) OU'D3SflL40U - $4

0

(g) SU)D -D -W* DAM"0,

(- 0)DPU-$

(Zr D) M0UPjj-

(ci)C UDSDH -

(D) qka -10 W(ci) DPUJOU MW"MWh

(s) ojw0~jo~a~

(g)3A opwo30No -0 b*p

(er) DIOJUO12

I14101

rXIHIL)

~> GiHO a~t

01

M It

HZU) of H ~4-4 - r q -E.40.E-4 OfZHZ 04

HOW

>4 z

ri(ClI- 1 0 41)> :)E-4 I -4 "

E-4 >4ri IW >2.MW.VHMO~ I :jr43 Gi 4J W >1. M

O§H I Wý4' P491 r.M I-W C r-l> 3r $-4OE4) 1 M C>30 -- 1.*40 W4~ >03H0. ~4)- C) ~4)

0) E4 9i > to (0 M ON o J4 5--1 90 OJ > 0 t -4 4W I M 4ýi44~ ~ ~ Iný i I .t . N9 (L) 4) ~-.4?UCM4) (0 C r-1 M04 9w 04 1 1 W --0 9 z ~ 0 QC)U)44 M N 44i4 W 0I-r4r-4S4Q U 14 Q *-4)-' :114 4): ):

z I)4 M 1( W.. 4J 5i 00 WW W ~.~ 04 $4 904t--l- W'O-4W C0 00 -L7

4x%~ 01 c w4.J m~ M- 4-)-4 COar I NWW 4) 4) W0U 4J ýV L QM > 0 0) '0'004-)Q a V-4.-1ý-4H gi :ý4 -I4 ~H0 :3 41) w-w :;m 4W) wNggwo(acY ) o w ro (1) WW00 tp WHa) 0 m 0 :49 I. 0 MP..Q tol0 r-4 .4.)r. -4r4ý4 : r-I 1 4(a C90 >4(a MH'ir-4 *'4 r-40 (y 0 r. 1 a tFE-4~' 01 W 4)OtH0~ ON :3 $-400 0,-4 C-4 (0 a: r I ) C4-4Wr-4 M

01 U) W 0 010 > .t 0 W 0 Al0 0 90 440.>44-4-4W 4) -4W ý904 0 W--, tu-4-f4 .- H MH- 1 1 4 (0 MM U W >i -44 )14 %9WW WU)-C- W W Z C Z-i ~3I MXMH Q 4W .-4'~0- CQc

* I A4r-44YO0J.'0).Q r.0H,4Mr4(090I 0019CI Q)MýI'01f Z 1.4WI-4I0

I (04J (WrO0 C Q-4100410V (0 0 0 E 4 WI-(0 9 9 0 s0 0 MWJr-4 Cr-4 ýW040 0 r- II W 01400 9 01 1 3 1W4 -:- 0Q 0014010: a: -l04

I x

1 v ) :3 :

I W- .r -4 H- M) tr W 0 owro?0Ci *IC 0 ) t) toIl 0 :3 4 )t Wi W:n -- 4 t): W 0

I C) U)I 0 U) M In C M) MU U) HU)U)114-iOM WtndIZ(ZW J rn 0*-4I *.4 V-4 CM U)o 4-0"-4 M :1 -4~ C-4000:0.400 e0Z4-4COC)OW-'-40 M)

WI1V 4)4 U4- :1W4n C) I4 MH~ tv)0d :l-i 010 r. 9W-4 M 0 0Or 0)-H-10-4C-1 -M-4 0 r, :,REl N :( .4 )t oUM:3-4 1 3I C)lv W *H-00.Q5. 0) CO Hn-q -4.0 )-4l " UC) -4PQ)W 4.)CO1 >,U0 W U W440Z)5iE 5C$-444-4 XHHU MW C0 0 W W W 0 WC--~H W W W- MZ - I1.WT X W0-W' I 40W(1 rWH4-) 4 V. W0 0 --f0 0 0 9HrQ W914 >W)0 (M a4 M 4.)-

1 ýQQ H0C)a-4-iH-In)e0 R-4V)5. MWW0-'4 tHWo M r rSI X."4r- a0 Cq>,00 ( McR o >H4 W =-H~ 01-4 0In>MRC>R momfl 0 0 MI-~-4 0 : 4

41 0 0-4140544- :--J 4-i-itP))~U)) M : : 00 0 -4 W-4Hr t

SI 0:30M)0 M-404 WO 4-(0MIM*Jo-iQW5-f5e C00300:30:3-14WZ(i30 0 OUtI-i 04 IV U0Utoit0.,>10U),-4 U)-+r4 9 0 0 0 X 0 9H,-r-rr-HHHHIV-4(0 Cr-C4 0

I 4J WOO 900RI0>0 j+ 0 0WUUUU HHW0 910 05 00WW ) WO 5)J-i5-.-4 W :%::%

13

$41 r-Ir4I I M

> II0 1

ONI

U) 0

$411 00-

EU) 01

>c U) I OHOHCOO O O H O O H H O O O O H'H (

H

p'Da1> 1 'J r-4

ow WI e'-i'. OLrOOtA4'- r.4U) ~ c~JrZ4 I Vri: )4

04: 0 I t3 ~ N 4)>r-0 1 "OWI 4 4V $

>4WH IV C .q 410 04 l 3O CE 00 ) 04 1 9r4tIr 9t

H-. Gl A )t' -Ia 0> 0t - 3 ir 404E w0-' Z U a)4Wo4 0 1 1 :W kmo oZ t

WOE-4 01 09f~- 4)UW )'4 L 0 Mr49- r -44O-9 i t0 0 31 0( Vý

-o c 1.-4 U 0twA.k 9 0:90 U AVi (00ý 04) WH00 1- IOUmCA .>'CJ) U I VH . V 'I W V 0 ma I *- ) '0> -4I0 r O 4)t

OOH I 4)4JW HV )9 O( 4)i *'. 4- 0)#400>-f$ 09 0H 3R 4.)q ~U 0 4)au>r I m0~ H 4::jI HW fr-4 j14 1WO0 0 I~ I 3 k )4 01 k U)Srlf Ik-4 'WE-~C I MmoVH-4 9W>WY k 45 )k r-OH H 0U H)rl l 1 oI Wt $ r4 WVHI

~O- 1 0*'-4VHr~00U)0W44J>00 0000004)0V - H.0.iU$00 Urw ~0'U'U'U$

ur ~ ~ ~ r 014 to~ . $4 V0U I r4WUii -HA -r- r-I4JZ04 m $4- 004 'UýU4 r-4 k o m t

0~~ U)'PH1 > W'Ur-4I 0 4J4) 0 I$k 0:3 H 0 4 0 9O -4 0 A$4-~ I Ul 4H4J0)ul)I,'-1~- IV mW40 U)'UUH 411 44.) $4W$4H 0 - H k $40-e-i 4qt u-'-4 r4$4IV >40-4 (0 o gV O U)N

ZI W 04) Q.$000q W -ri930 0W' $4 Ie 00 09 O- 0M = 4JU 0WW W

EI 1 $(~lrr+-0 rr-'4tQ t:0 ( -,4WI v 'Ua-fl p 4) ) att u too 4) ) 04 Hk r )-.-q ml

I O )-dH 0 *r4A H U)o *d W r fr-l34*.-4 Q AU4 014 HWCUI U)H-e4--444.).. S ' ' '4-) A ~ W0 .00 f4-riO

01WV 'U4J40r-l$440#4 00N0044 000000.0~ 0 W 0$4$4 P QHU W WO4)HHk-kZI )~W V--4~U'U4~$"-40W U r U).~uC )4)H00'UWW UC4)4

11 11 1 0 4gV4' He4 0 0 0 0 00'U 0 00M9. MU) - k)'U~ k U4U$r'4'- 4)4 00-.- 4 U)4'U4>0.H~')Wq ~'U40 U0 W U)$4-~>$0~ W,~--4>U.r

'Ul ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ j 0U4~UU0er4UUU)'- U)4r$4 0~ OW .(0i-il U

14

O44 4r'b a*0 CN4r % 4V n 4 r 1 4 0

S*4

r. %D c % J r % Or' -I,4 C-4'-P-4 4 ý 4 0 C"JW.4 r, 4 tf cVn en-4

9-4

A0.

1-44c a e o4. o) c'bOc.. ý4 r--0 o -40 0 0 r.0 0 %9-49-4 -4 L

-n 4

14J j n C-4 r- r- CJ L%.0C'.404 0 -4 -4 ,-4 04 0 C4J I'n

"4 ."4 v-4 C14.--

r-4

m0 11

z .. 4 4.)

1-4~r- L .-~d) .O'0 C r40- 0 0-40 0 0 0o0H- 0 r4 CV 1 V oU

1-41

co -

(Ar.1.4 00C-j v4 0 C"JO0 0 0 r4

1-44ý4 W 0 4 ( ) r4 0 c:1 v-4 > r4 l

aV C- %DI 4 300Cj0'ro 0 co %DO 0 0o 0o 0

In b

ad -4 9

4.) 0- 4... . M)nL - o C4 GVVVVVVVVVVVV VVVVV -

15

Table 3.2 therefore represent the weights of the more commonly identified birdspecies that were ingested. Figure 3.3 provides the same information in theform of a histogram. Most of the ingested birds (77.5 percent) that wereidentified in this study weighed less than or equal to 20 ounces; however, 6.7percent weighed more than 20 ounces and less than or equal to 32 ounces and15.8 percent of the identified birds weighed more than 2 pounds.

Summary statistics calculated from the raw data for the United States,foreign and worldwide bird weight distributions are presented in Table 3.3.Note that the weight of one ingested bird per event is included in the birdweight distribution for multiple bird engine ingestion events. The mean,median and mode are three different concepts for the typical or average valuewhich measures the central tendency of the distribution. The mean bird weightis the sum of the bird weights for all ingestion events divided by the numberof events included in the sum. The median weight diviaes the weights into twogroups with half the weights below the median and half above. The mode of thebird weights is the weight that has the highest frequency in the data set.The median and mode are more relevant measures of the average for the birdingestion problem. The mean weight would be important if damage were relatedto the cumulative weight of all birds ingested by a single engine since themean is based on the total weight of the ingested birds.

A pattern suggestive of a sine function is seen in Figure 3.4 which is abar chart of monthly bird ingestions for the data collection period. Thecyclic pattern in aircraft ingestion events reflects seasonal bird activity.The start of a cyclic pattern is also seen in the ingestion rate data whichindicates that the trends are due to the changing bird population and notchanges in air traffic activity. Time trends in bird ingestions are furtherinvestigated on a seasonal basis in the following paragraphs.

The seasonal bird ingestion rates for the Northern and SouthernHemispheres, the United States and foreign countries and the whole world arepresented in the bar chart of Figure 3.5. Here the ingestion rates are notbeing compared by engine type so the ingestion rate R is simply calculated as:

R = Ing . 10000Ops (3.1)

where Ing is the number of ingestions and Ops is the number of aircraftoperations in the time period being considered. The rate is expressed asingestions per 10,000 aircraft operations.

Seasonal trends were investigated using a Chi-squared goodness-of-fit(GOF) analysis. The Chi-squared value for testing the hypothesis that thenumber of aircraft ingestion events does not vary with the seasons is 170.3.The critical value for testing at the five percent level of significance is7.81 while the 0.5 percent level is 12.8; therefore, the high value of thetest statistic is a very strong indication that ingestions do vary with theseasons.

The winter data were eliminated in an effort to better identify thenature of the differences between the seasons. Testing for the equality ofthe ingestions for spring, summer and autumn also yields a significantdifference with a test statistic of 82.19 and a five percent critical value of

16

5.99 which is also a very strong indication that ingestions vary betweenspring, summer, and autumn. Further testing between summer and autumnproduces a test statistic of 23.9 which is also much larger than the fivepercent critical value of 3.84 for comparing two groups. Seasonal ingestionrates rank highest to lowest with summer, autumn, spring, and winter.

The time of day distribution of bird ingestion events is illustrated inFigure 3.6 with time of day reduced to the four basic segments of morning,mid-day, evening and night. There is a noticeable drop in the number ofingestions at night and the Chi-squared test for equality of the four timeperiods indicates that they are not the same. The Chi-squared test statisticis 104.9 while the 99th percentile of the Chi-squared with three degrees offreedom distribution is 11.34.

There are two likely reasons for a drop in ingestions during the night.Birds are not generally nocturnal so that bird activity is reduced at night.Also, there are fewer flights scheduled at night. A lessened exposure due tofewer flights and fewer birds results in a reduction in the number ofingestions at night.

17

v sIxgI

09 9 X 9L

2 .r* 027

0 13 "LE v

*1 4

in L OtOt9.4-0. 1 $4VS

(A CAN 0

101991 asXp x

x 0

0z 1 1X 30 i

VL'A vL xK'

11ZZZ hM7 0 0I.4CO

S.1N3A~3 NOLLS30NI 3NISN3 -40 Hwiqn1N

18

4 04

.44

"4~ ~ ~ .4 o 4 r r4 IC4

CAgo 9-

r4 4 C;

A .,44 -4 r4 C4

r44

CA -4 0o V0

C:k u) 0 0 0- 4ý"o 4~ %Di C4 V- r4 C4

9-4 co 0 N e. rVCd 0 0

"r4

9-M 00OD 04 0' r4

U '4 $4 V n0 C V

r. wrD 4 4

00'-4 .

""4 r4 4

'.4 In - -""'4 44 I 04 r 4 en 4

0.4 >n 4 41

o~$4%4 0* ~ .9.

'-4 Ea

19 a

- --N--U -- - - -

6ginH~ll - 89NflI- - Nn

EmilEl iii iii 69,634

- --- 9933 '-4

-,4

- - 1 99jy

99dft1'0

EUI LG33G 0 4

-- - - LRdON 0

I -- - - -£gd3S&D

----- L9X1mY4im4I -El im-gA `4

* ~99330

(3Atima1~om) SLN3A3 NOIIS30NI iIJVV:rni

20

W0

* bO

4-4diiiccOE~fl4

0

-44En0

"-41E0

IL

SdO NIO t HI3d S±N3A3 NOliS3DNI IUYiOHIY

21

44

zE 0

C P.0

baL6.

44

44.

bo041

140

S1LN3A3 NOLLS30NI J-IVU381V

22

SECTION 4INGESTION RATES

This section describes the rates at which bird ingestions occurredduring the 3-year collection period covered in this report. The Poissondistribution is commonly used to describe how events are randomly scattered intime and the bird ingestion data are shown to agree with the assumptions of aPoisson process. The first part of this section provides the estimates of thebasic ingestion rates. The second part describes the Poisson distribution andhow it relates to t., bird ingestion events. The final parts discussstatistical analyses oased on the assumption that bird ingestions follow aPoisson process.

4.1 INGESTION RATE ESTIMATES.

This sub-section provides a general description of ingestion ratesbroken down by location, engine and phase of flight. The rates are given interms of ingestions per 10,000 aircraft operations and have been adjusted tothe inlet area of the engine to allow size independent comparisons betweenengines. The inlet area used throughout this report is called the "fat liparea" and was specified by the Boeing Company for each type of engineinstallation. A more detailed statistical analysis of ingestion rates iscovered in the next section using statistical techniques for Poissonprocesses.

Table 4.1A lists the United States, foreign and worldwide ingestionrates for both the JT8D and the CFM56 engines as well as a composite rate forall 737 aircraft. The inlet area adjustment was done using a 10-square-footunit area on the basis of the total inlet area of both engines to keep therates in a reasonable range. The composite rates in each geographical regionare weighted means of the inlet area adjusted rates for the individual enginesand are determined as follows: the number of ingestions per 10 square feetinlet area for each engine is projected by multiplying the rates by the numberof aircraft operations. The composite rates are calculated by dividing thetotal projected ingestions for both engines by the total aircraft operationsfor the geographical region. Table 4.1B lists engine ingestion rates based onengine operations and normalized for the engine inlet area. The numbers inparentheses in Tables 4.1A and 4.1B reflect the number of ingestions wheregeographic location and/or engine type was not known.

The ingestion rates for the CFM56 engine were calculated using reportedaircraft operations for specific geographical regions. The ingestion ratesfor the JT8D engine were calculated using estimated aircraft operations forspecific geographical regions. The details of the calculation were presentedin Section 3, equation 3.1.

Figure 4.1 shows monthly ingestion rates subdivided by engine type andadjusted for inlet area so that a comparison between engine types can be made.The adjusted monthly ingestion rate (Radj) for an engine type is expressed asingestions per 10 ft 2 per 10,000 aircraft operations is calculated as:

Raj = Ing . 1440 . 10000 (4.1)2 IA Ops

23

TABLE 4. 1A

BREAKDOWN OF BIRD INGESTION RATES BY ENGINE AND LOCATION(BASED ON AIRCRAFT OPERATIONS)

ENGINE TYPE: JT8D CFN56 ALL ENGINES

INLET AREA:* 2234 in 2 4606 in2 N/A

UNITED STATES

Aircraft Ingestion Events 136 151 304 '17)

OAG Aircraft Operations 3,250,431 1,578,741 4,829,172

Ingestion Rate 0.42 0.96 0.63(Ing/10K Ops)

Normalized Ingestion Rate 0.27 0.30 0.28(Ing/lOK Ops/l0ft 2 )

FOREIGN

Aircraft Ingestion Events 784 293 1,104 (27)

OAG Aircraft Operations 3,145,832 935,849 4,081,681


Normalized Ingestion Rate 1.61 0.98 1.46(Ing/lOK Ops/lOft 2 )

WORLDWIDE

Aircraft Ingestion Events 921 (1) 445 (1) 1,410 (46)

OAG Aircraft Operations 6,396,263 2,514,590 8,910,853


Normalized Ingestion Rate 0.93 0.55 0.82(Ing/10K Ops/lOft 2 )

Total Area for 2 Engines

24

TABLE 4.1BBREAKDOWN OF BIRD INGESTION RATES BY ENGINE AND LOCATION

(BASED ON ENGINE OPERATIONS)

ENGINE TYPE: JT8D CFN56 ALL ENGINES

INLET AREA: 1117 in2 2303 in 2 N/A

UNITED STATES

Engine Ingestion Events 142 157 317 (18)OAG Engine Operations 6,500,862 3,157,482 9,658,344


Normalized Ingestion Rate 0.28 0.31 0.29(Ing/10K Ops/10ft 2 )

FOREIGNEngine Ingestion Events 811 310 1,149 (28)OAG Engine Operations 6,291,664 1,871,698 8,163,362



WORLDWIDE

Engine Ingestion Events 954 (1) 468 (1) 1,468 (48)

OAG Engine Operations 12,792,526 5,029,180 17,821,706



25

B&df3S________ 69."W ~

_________ seinr q

B9.Nnr0

N

69.WI9930 0z

= ________ 9d3SO

= 9.nr >-IMNnrpm

Ifflau 0 oc

M8ONL9Ld3O 4

tLinr X

ie.&re

LOWi

99530I 99AONI ~99LL30

1.4

31Y8 NOUSJ9NI U"3Y1I [ad

26

where Ing is the number of monthly aircraft ingestion events for an enginetype, IA is the inlet area (in 2 ) of the engine type, and Ops is the number ofaircraft operations for the month. Twice the engine area is used becausethere are two engines on each B737 aircraft. The constant 1440 is the factorfor converting square inches to units of 10-square-foot areas.

The phase of flight ingestion rate tabulation is presented in Table4.2A. The method used to calculate ingestion rate I is expressed in Equation3.1. The area adjustment used for ingestion rate 2 is implemented usingEquation 4.1. The highest ingestion rates were in the takeoff and landingphases followed by the climb and approach phases. There were very fewingestions during the taxi and cruise phases of flight. This pattern istypically seen in bird strike and bird ingestion studies and is indicative ofthe fact that airports are often located in desirable bird environs. Sincebirds congregate around airports there is a greater chance of striking oringesting a bird during the phases of flight that take place close to theairports. Also, commercial airline cruise routes are well above the altitudein which birds are usually found. Table 4.2B lists engine ingestion rates asa function of phase of flight. The differences in ingestion rates betweenTables 4.2A and 4.2B are due to multiple engine ingestion events.

4.2 THE POISSON PROCESS.

The Poisson process is the simplest type of stochastic process whichdescribes how events are distributed in time. The Poisson process is heretaken to govern aircraft ingestion events and the times at which they occurare random. In a Poisson process the events are distributed somewhat evenlyin time so that it appears that the times at which the events occurred form auniform distribution. This section describes some of the properties ofPoisson processes that will be useful in describing bird ingestions and intesting hypotheses about bird ingestion rates.

The basis of a Poisson process is a description of the probabilitydistribution of the number of events that occur in a given time interval. Theformula for the probability of n events in an interval of length T is:

P(X(T)=n) = n1 (4.2)

The parameter A is the mean rate at which events occur and the mean number ofevents in the length T time interval is AT. The time scale that will be used

in this study is number of aircraft operations. Ingestion rates are typically

reported in events per 10,000 aircraft operations which implies the use ofaircraft operations as the time scale in a Poisson procens.

One derivation of the formula for the Poisson distribution is the

limiting distribution of the binomial distribution for large sample sizet. Ifwe assume that the probability of a bird ingestion is the same from flight to

flight then the number of ingestions in a large number of flights has abinomial distribution. If the probability of ingestion is p and the number of

flights is N then the probability that n ingestions occur in the N flights is:

P(X(N)-n) -(N) pn(-p)(N-n) (4.3)

27

H

E-- zul H MO w 0 C-1 N r0 m NP

r- rz 0 0 w A' 0 HO 0- NfK- C!JE4 1 000 00 N 0

(9 I cE-4 toz w - ) -I H 4 c I C-4 0 iI %D (a 0

>4 z H H N N N~ 0 rc

> U) 0

H4 a4 H H 0 Nc U) 0 U)1 I>4 z- z .~ 0 . .

E-4 0 44 $H:1~: LO~z 10 J4DH LA N I

W~- E-0 Z 000 HI 4LA HH4 wI- %0U D Na C )LE-' ' 0 HC 4.4 C- 2r - % I

H LA H ~ 0 - N 0 n I 4-.) 4w - : -W a' Z 0ZU) 1zL H H C)

zZ E-4 U . -4 K tE-4 > N O L N - 1

4 KC E-4Z 0 0)1E- C)z 0 q~ N w N) U) U) 44 4 -1

SU) L) U z w - e

z RH > 0 0

0H> H0 )H im~ E-) .4 14 0

0) 4- 0o 0 c o0 % 0 NHw 04i E-4 0 0 0 0 N 0 0 C)90~ co ) H '. .~ 0 '. . LA H .c 04) 0 0

Z' F- 0)H- >4 M 0U '4 # . .4-

w -H N -1.-- 4-) ~ U 2z 9 CH 0Hc Fq q '0 U) 1 N Oh v~ %r M 0 0 NO0 0) ~

H (n K% ooc 0 ; N0 H OD 0 V > V to Lo .) cN Hn * (3 0 0 o~ 0oocc4 0 v 4 4-) V) U)0

Nr 3: K1 *. z . . -I~F '.0 K >i~ 4.4 ~ U )

E- H H 0 0 > >E- C U4 W. FI r 4.4

EA* 0 IV C1 00* z -H D '000 %.0 V M. H a-)r.

H w)Z '.O %N %0 v. N 0 0H>LA N 0'4) u ~ ~ --4 -1- 0

H~~ V H 4~ . -HK~ '1 W ) U 4-)

V H -) U 0) 0E-4 U U) E-4En 4-i C P P r

wU ) C: 0 0 c 9,-9 0 .~U) H H u) H H w

Z 4 H OHE- 4-4 0r (H C)H4 4.4 100

(n)H A ~-1 4) -,1M V 0) K K.-w~- 40X~H m x K%04r

0 ate $it E- p u0 0

28

4- 44 % . m -

44-

E. . . . . . . .

H N

W4 ko H 140 r4.N a0 r0 0 0 q0 r lr

*-~~ H, 00~ V

0E- 4- 0D r4H 94

~zU C10 1%-4 IV -W 1

00%

w U) U tn % - t1 OD 0~ 1 N I0-0 1~ a~~ -ozo %D o~ H 0' 0 I 14 a

1 N 0.H 0 r. 0 0C I- 1 m 410IL4 z: N . . . . . . e

E-4 Z %D r.() $

z EA H E-) 29 f-4 UHx U)

2-H w C 0 0o 1I- 0-L2 0 N2 mo H2 0 N m~ 0 ON r.4 VI- -4 -ezzi x~~L 0 41 41o4

0) w w

U) 0 w 0 v %00 41 V4

0- 0 0 0rz"~0 w*-4.-I 0 0 U.

E-1 0 U) InO Nl v %D wO 0 r-4 C-1 v 0 0U) co wzlx 0 w' m0 '0 LAO ') m4-w:i H- ( 0 00 LA 0 00 (N10 0 C 0 0 0 N0'- tb * .a .4 . . . .4-

H >4 9 N U)$1 4Wx .-H LAEn4 0 0

E- H- C% No U)-4 LA 0 0 LA i-I v2 t-i %D a) a)Nf -4 w' Izs 00 v2 LA LA 0 > 4-) U U, in

e- 1 0 0 -W 0 00 e-4 N 0 41 4-) 00

I N 04H >14 ) a1) hE-4HeI - 0 > >H- Mx W~ W 44ni rx -

z EH4 0 12. 0H ~ZI r-I V0 % 0 MA M -H 'r2

H ~zi V0D LA -I tnto ( 0 0 9z H I LA N (A ) 9 *-H .r4 0

lxi rqi V -I 4J -4t0 0 m U, 41)

r-I 41 0) 0 Ciw CiU) W U. Im t

W1i2 z z ) 9 0 9Ix~HQ 0 x' W, H Ui H H l.

z 0 0H 0O4 0. (0

0) $44- 4xx 9 04 .0m4 0 r-4

29

The binomial probabilities in Equation 4.3 can be approximated by a Poissondistribution with mean Np for large values of N. That is, the single flightprobability of an ingestion, p, replaces A in Equation 4.2.

An important question that can be investigated through the Poissonprocess model of bird ingestions is the influence of inlet area on theingestion rates. Past studies [7,8] in bird strikes have used the assumptionthat the probability of a bird strike is proportional to the cross sectionalarea of the aircraft. Applying the same concept to engines implies that thebird ingestion rate should be proportional to the inlet area of the engine.

The inlet area effect can be incorporated into the Poisson process modelby letting the parameter A represent the ingestion rate per unit area. Theprobability of n ingestions in N operations for an engine with inlet area Ais: e-AAN(AAN)"n

P(X(N)=n) = n! . (4.4)

4.3 VALIDITY OF THE POISSON PROCESS MODEL FOR BIRD INGESTIONS.

The applicability of the Poisson process model can be tested byanalyzing the times between ingestions. The interarrival times in a Poissonprocess are random variables that have independent exponential distributionsand the mean time between arrivals is the reciprocal of the ingestion rate.The validity of the Poisson process model can be tested by applying agoodness-of-fit (GOF) test for the exponential distribution to the timesbetween ingestions.

The times between ingestions are measured by the number of days betweenaircraft ingestion events. Normally the number of aircraft operations betweenaircraft ingestion events would be used; however it is impossible to measurethis directly. The number of days between aircraft ingestion events providesa suitable measure of the time between ingestions since daily aircraftoperations are reasonably consistent.

The GOF test for the exponential distribution is a modified Kolmogorov-mirnov (K-S) test comparing the observed cumulative distribution function(CDF) to the predicted exponential CDF based on the sample mean. The K-S testuses the test statistic D defined as the maximum distance between the observedand predicted cumulative distribution functions. A modification to thecritical values for the test statistic is required when the predicted CDF isderived from the mean of the sample. The critical values for the modified K-Stest were computed by Liliefors [9]. The critical value for a 0.05 level ofsignificance when the sample size, n, is larger than 30 can be approximated by1.06 /%n-.

The modified K-S test was run on six subgroups of the data broken downby engine and location. The six groups were (1) domestic (United States)JT8D, (2) contiguous United States JT8D, (3) foreign JT8D, (4) domestic CFM56,(5) contiguous United States CFM56, and (6) foreign CFR56. Figures 4.2through 4.7 compare the observed and predicted cumulative distributions foreach of the six groups, respectively. In each case there is a very closevisual agreement between the observed and predicted CDF's.

30

-00-

C4 44

C4

cO 0U - *Fad

AinISB~dd3A~iinmn

* I- U) 31

ajw0

9o -

w 0 w0 "4

La.

4m4

ow v41

00

AinB 0d 3Aii a an

32

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Z

U)rz L&J

Z

zz

wa w

Iz SOz

wr4* .0,0

0I 0

AinlM~d Mvin0

33u

0

a4z

URUIm"4j

Is~w u

£1.10 0i 4

.1 0

10 "0I. 0cs c; c;

344

0

z 2LA

44 4

,10 a q

*14

0U

0 w

".4

0 0 0 0 0

)dflI8YSO~d 3AI1Ynfn1f3

35

4m

1a43

z

ww z

Io SL

0~

366

The visual similarities are verified by the statistical tests which aresummarized in Table 4.3. The mean time between ingestion events is given incolumn one. The sample size given in column two is the count of times betweenIngestions and is one less than the number of aircraft ingestion events. Thecritical value for a five percent significance level (D*) is in column threeand the test statistic (D) is in column four. The assumption that the timesbetween ingestion events come from an exponential distribution cannot berejected at the five percent level in five of the six groups. The use of aPoisson process to model bird ingestions is appropriate based on these testresults.

The one group that does not pass the exponential goodness of fit test isthe foreign CFM56 ingestions. The test statistic for the foreign CFM56 groupis nearly equal to the critical value and the maximum deviation occurs at 1.5days. Since the time between ingestions is recorded to the nearest day, roundoff error could adversely affect the observed CDF at 1.5 days. Since theother five groups are consistent with the Poisson model, the failed test forthe foreign CFM 56 ingestions is not sufficient cause to reject the use of thePoisson model for bird ingestion events.

4.4 INLET AREA EFFECT ON INGESTION RATES.

One property of the Poisson process model described in Section 4.2 isthat ingestion rates should be proportional to the inlet area of the ergine.The size effect can be investigated in the B737 bird ingestion data bycomparing the number of ingestion events of the JT8D with the number ofingestion events of the CFM56. According to Equation 4.4 the total number ofingestion events during the reporting period for a given engine has a Poissondistribution with a mean that is proportional to the number of aircraftoperations in the reporting period and to the inlet area of the engine. Thenumber of JT8D ingestion events out of the total number of ingestion eventswill have a Binomial distribution if the Poisson process model is valid.

The proportion of total ingestion events that occurred in JT8D enginesfor a particular geographic region should be:

OJ*AJP - OJ*AJ+OC*AC , (4.5)

where OJ and OC are the numbers of regional aircraft operations for, and AJand AC are the inlet areas of, the JT8D and CFM56 engines, respectively. Therelevant values for Equation 4.5 can be obtained from Table 4.1A giving anexpected proportion of JT8D ingestion events of P = 0.50 for United Statesingestion events and P = 0.62 for foreign ingestion events. The observedproportion of JT8D events is 0.47 for the United States and 0.73 for foreigningestion events. The test statistic to compare the observed proportion tothe predicted is the standard Z statistic for the binomial distribution givenby:

AZ - (P - P) / I(P * (I-P) I N), (4.6)

Awhere P is the observed proportion of JT8D engine ingestion events and N isthe total number of aircraft ingestion events for the geographic region.

.37

TABLE 4.3

RESULTS OF THE EXPONENTIAL GOF TESTSTO VERIFY THE POISSON PROCESS

JT8D ENGINE

CRITICAL TESTSAMPLE VALUE STATISTIC

GEOGRAPHIC AREA MEAN SIZE D* D

United States 7.90 135 .091 .040Contiguous US 8.97 119 .097 .047

Foreign 1.39 783 .037 .032

CFK56 ENGINE

CRITICAL TESTSAMPLE VALUE STATISTIC

GEOGRAPHIC AREA MEAN SIZE D D

United States 7.25 150 .086 .067Contiguous US 7.34 148 .087 .064

Foreign 3.75 292 .062 .063

3

38

The Z statistic defined in Equation 4.6 is used to test the nullhypothesis that there is no difference between the two types of engines iningestion rates for each region after adjusting for area. The test statisticsfor the two geographic regions are computed by substituting the observedproportions for P and the expected proportions for P in Equation 4.6. Thecomputed Z values are -0.87 for United States ingestion events and 7.310 forforeign ingestion events. The tests show no difference in ingestion ratesbetween engines after adjusting for area for the United States events;however, the test for foreign events is significant at the five percent levelof significance indicating that the area adjustment does not fully explain theobserved difference in engine ingestion rates for foreign events.

A second school of thought suggests that the relationship between enginesize and ingestion rate is described better as a linear function of inletdiameter than as a linear function of inlet area. A similar Z test can becomputed by substituting inlet diameter for inlet area in Equation 4.5. Theexpected proportions of JT8D ingestion events after an adjustment for inletdiameter are P = 0.59 and P = 0.70 for the United States and foreign events,respectively. The test statistics are Z = -3.97 and Z = 1.95 for the UnitedStates and foreign events, respectively. The null hypothesis is that there isno difference in ingestion rates after adjusting for inlet diameter and theconclusion of the test is that there is no detectable difference at the fivepercent level of significance for the foreign events but is different forUnited States events.

There appears to be an engine size effect on ingestion rates; however,it is not clear whether it is best described by inlet area or diameter. Theinlet area provides a good fit for the United States ingestions but not theforeign rates while inlet diameter provides a good fit for foreign rates butnot for United States rates. The discrepancy could be due to differences incollection rates between the geographic regions; however, there are no datathat could be used to determine whether collection rates variedgeographically.

39

SECTION 5AIRPORT BIRD INGESTION EXPERIENCE

The objective of the statistics of this section is to identify thefrequency and location of bird ingestion events at airports worldwide. Anaircraft ingestion event is the simultaneous ingestion of one or more birds byone or more engines of an aircraft. Bird ingestion data were provided by boththe engine manufacturers and the ICAO. Airport ingestion rates are expressedin terms of aircraft ingestion events per 10K airport operations.

The OAG tapes indicate that there are 1,143 airports worldwide for which17,821,706 B737 airport operations were scheduled during the reporting period.Appendix A lists the airport code, airport location, and both the number ofscheduled airport operations and number of aircraft ingestion events at theseairports for each of the three years in the data collection period. Birdingestion events were reported at only 345 of these airports. The OAG tapesshow that there were 12,805,445 scheduled airport operations at these 345airports over the 3-year period. There were also bird ingestion eventsreported by unscheduled B737 flights at 65 additional airports. These 65airports are included in Appendix A but there are no OAG operations counts forthem.

A complete summary of the airports having reported aircraft ingestionevents is presented in Table 5.1 as a frequency count of worldwide birdingestion events by phase of flight. The majority of aircraft ingestionevents occur during takeoff or landing. This table suggests that the threatof bird ingestion is posed primarily from birds which live near the airportand/or whose migratory path crosses over or near the airport property.

Figure 5.1 is a bar chart showing reported aircraft ingestion events atdomestic airports during the reporting period. There are 91 domestic airportsat which bird ingestion events have been reported. The largest number ofaircraft ingestion events reported in the United States during the 3-yearperiod was 10 at Dallas, Love (DAL) followed by 9 at both Houston (HOU) andLos Angeles (LAX). Of the 304 aircraft ingestion events reported in theUnited States, 89 events occurred at an unknown location and they are assignedto the airport code XUS on the bar chart.

Figure 5.2 is a bar chart showing reported aircraft ingestion events atforeign airports during the reporting period. There are 318 foreign airportsat which bird ingestions have been reported. The largest number of aircraftingestion events reported abroad during the period is 21 at Frankfort, Germany(FRA) followed by 14 at Amsterdam, Netherlands (AMS). Of the 1,104 aircraftingestion events reported outside of the United States, 265 events occurred atan unknown location and they are assigned to the airport code XFO on the barchart.

Table 5.2 lists all airports worldwide which experienced three or moreaircraft ingestion events during the reporting period. The airports arelisted in descending order of airport operations. The table includes thenumber of ingestion events, the number of scheduled OAG airport operations,and the rate of aircraft ingestion events per 10,000 airport operations.Unscheduled B737 operations are not reflected in the operations counts,

40

whereas ingestion events occurring during either scheduled or unscheduledoperations are included in the event counts. Therefore unscheduled B737operations may account for the apparently higher ingestion rates.

The rates of bird ingestion events per aircraft operation summarizedpreviously in Table 4.IA are twice the zates uf bird ingestion events perairport operation. The number of reported foreign bird ingestion eventsexceeds the number of reported domestic ingestion events by a factor of 3.6;however, the number of foreign airport operations is slightly less than thenumber of domestic airport operations. The rate of reported bird ingestionsper airport operation is 4.3 times higher at foreign airports than at domesticairports. This implies that either (1) there are far less birds in theenvironment of domestic airports, possibly due to environmental controlprograms, or (2) foreign airline operators are much more conscientious andcooperative in reporting bird ingestions.

41

-I.

0. .- EJ�.N.�- N N.*1sJ0 0-�-- t�NNQ�NOUN-. .N -

C.,1-4 z.

CL.

CL.o

z.0. N N.-..-N0 N 't NI'J N.---NNz.

�l, 42'LI.

�. -- - - - - - - Na-.a.,

0p

4 IU.'n.

LI.

m.K. r C- r. - - .- r- N N r - -

LI.U,>

0a� 0 w. �N N.m. �N.- � � -- N .-. tmt-<-4

4�-4U,Lz�C.,z1-4 -,

CL.

'U.

-4

a..CL.

0* 2

z . 9-* 2o * 'U 9-* (.2 0.

m I- m(.2 I- LI K

-. (Al (A - -o -. � 1 2 0 0 * - - *

z 2' m-. .J� � LU � 2 2� - N � 0(A..* �(fl0.�� U-� O.� * -20 Z.� 0� � I- 2Lu. mDO9.-3 .J w .W 1- .� >9-2 Wifl Z� - .�Afl � U-'-0. I.- -w Uj * m �1- * (2�

* (fl.02� 21- � LU � �LJJ'� 2 � 0-, �K(.i9-� .� N�2.-�2�i� z�z � m(A.�41--2�LflWUJ � * (.2 * -. �- (12

*�I-O .� *� .0 1- * � x-m.� * W202K2 4� *i- - -23 WUJ

.2 - -0K�0mL3 .9- - .4- 2� '-Win WILl -� .� - (A.�in00W �0Z -0 *in�I-2O. � .2--

1-2in2�in(fl W*-U)2)--2--i4 UW2 2-922.1 �UJ1- �Z0WUDCfl��0(fl LI4�Z�.�UJ 2Z9--..I�.�W 0 inK�W�-�- � > WZ� * UJ-UI

U -I-�in�LI 0W� U-O.K 2 o-. 4 � A WZ0in�0-KWW��OW 0 W..JinUW-OWK(fl -U�I--2� a -J .. JinZin in-122Z2(fl.-. 2

0�) in � �JJ2 K E�Z42'C �W � C� � ��mmm>mmm�mmmmmmmmmzmmmmmmmmmm

9-,

LuUO40.J0�LIW1-�Win0O.Z.40(fl9-2-2OWK(fl KOXN in�in�UJ*1 2�mrnu OWLUW J.J..J..J K0m�21-qCmU0W22222-1-,�.jKK2 m

42

994

0

z w.

-4:

0>

E.izz

----- N ~ ~ ~ ~ ~ ~ ( U)-N . 1U S f . - ' ~ .

LA~tqK - 4

;zm n-j 21 ; z -

0a. ) s uw. Cs-sC t >4K C"" I -0 - K K 4=cca. C I -cZ- 1 m-- -

m. a 0u . a . C 5 - V

CL U t- -C= = J f O -0-d a 17-of, =K -K -; -F-l CL UA% .:x .- -j. 1-Z. Lo 1.- 0 W~ 2 uZL

Ii. . Oz. cc .03 Soaln .WU) 0X.. --m .: *LO. z -S~~~~~.~~~~ orW - ch ~ -I.- zi *'U-.-*w.j a fs-s .J#A mWM P .-. -K--zmzU; -G0 zzK:C~ - .. c. I. I- * , - -U u ý m-_ Wa ccLai - -f~W 1-n a8 :n -j2s cc b-U -a .- Jo 4c~. *( a-.w zwmg

0,. LA: ne a-w- '-C =;;s~ 0 U) 0.f -J) I.-f z jL cU I.-WOm. KU * -4: Ki aua -j I.-a 4c *.:w-. m ~IO K.IAa. *j L" c K(l C. IxW a z.

maww.. muwa -LI PO.Q~~ =~-~ zcjf- Cc Ds-B. Qaw-a-amMu -J- 3m -- 52 Pi

go SLLULI LI U ULULULILI UUUUULJUUCU U U U o o mo o o Ua a...aaaaaaawu

43

ra.

ce.

E- z

- --- ------ - - - - -i

ooK.u

>4 -U) I.-

u & .. 2.o sz * i 0 o

3: 3.- a - - IL

1* ~ ~ ~ _;~ NZ a, I(WJZ Ga --. N - fI .- fi 0

L2 -- (A L CC2c u F M 4 We N W C3-

U o01 -00..-JJO

2c) - c4 C e=.ju e I-a -4.u w 4 c00-0U 2M0ýW.Cu .

I-, OJ.9: - l

C.)i -CU a.z M c u~ ~- )CCUmu. ýs qm- L, g

U)z-( KM 4100 -ý alU. zOCIA- =4.W 6 -aw.A p

1-40 ,U U- m

o) .U Ui UiX-.a 11158H OO O

>4 -s LI (Al wo --3 U K 4Kc

44 5Wa- 44

RInI - P

H -.

0 >.

- 0

cz~

CLI

L)-C a I...3-

ofm- A AQiK W <- MW- Z Km C : ,f w i z-c I.

0 I< 3 - z - CU L I ju1

CL 10 C OC I - 1 ! ,. LWC 0 .:M)n (M

Cs -M LA aA 1,w 4 -- A q~r w .5 C i

:; (A 3-' oar wCf.< w *JZ .1umr~ - _11. ZIAN M M Z9 %8. law ) ( C c 9 -

za -- -C -C -C -CC - - - -- -I Ww mm 5d

a,45

C4.

on-i

MIM ft -. o-M 4 M . t f

0-1- 9~ .- - -:

1-91JL.

z

0

z b. m-

aan.

of -a -c

M- x a4 4.a w z = U C -2tIaza i 4Z if Z 1 I z-

-7u C,, W 4 ): .- ucCC C: 0. 5-. (A

On- 8- m mm i g0 4~ z z .4 o&KoMif.. 6--~- W -J - - CýL JL s4.- 1-).- ) .4 A--~ Z 4Z -4 -

gW.1-ý w4 14Z.5M 3.ZMJ-J6- ai, _j b..-_a.~0 w -l `9=7Z444 -.

cc E-.U is. F) W0 C =5 .4-44 "K, Wl "a :; '.45 -J -1 31 W

M&W..J4- I.- - xf 4Z I W.a4.4-4fl Ii .*xh ~ Z-J. C

2.1..O . JJ-JJ--.f W i MJ-iw--Ilf * 1-0 zz > 0 z-1j-zE ZUI2 -1- a 09JWIL~--

if * 01- w - *~ea~o~wO 1- 46 .a - .- 4ZIIO- 00 0 ~ - 0

14 E-4 4M

z.-4Q 0 0~cN .JNW

~~ I-

0

~V). a. -L

4 AW -ma -j

z x, zj I.- *U U)

W W I.- a 4L.. C (Ai -C - z 'hi I- -; LA

a.L c)ý -zI w3 LAA.iL J w a. w z-j* M.IAz4S.jr=LAU - -C -K LA AW )Ooac- - W!i

a-. Mu- LI.m m- 3) of. .m 3z , fL -j 4-KlMi NXDZM&a. . z 4-Il zw )t MMU C d1 " l .;* ,aiM3-O' 4WC = . .-K " C3 3.- Mi. .- 2:ar U 3- M .IM ' oc O K _ V)-L ~ -0.i -C MC ) z *.Kn 00 -%-I--

-C-C-C-C -m I-C . .LA -)- *ý LL; Nc Mi4 LIu -Z c-4-at !544 _ UW -o& *O z-~- %OCoa :LZ oKL( 3 -MLuA2;5IZW3

-, -4d+-. .4 4z - C 0-i- u a wzw -I.. z- ) &a .43 -j z )-cI** .- 4 .J~-- ~ -4J;W', -3 AJU U, 'I. 6 W-,ý W.J O F I-- J WZ A~

* E - WXA.J ECLA3. . .- Mi> 43 LI -la *ZWI C=-*.~~- ~- 1- ~ 44~~~~~~~LA~~~~~1 .4.Z--. i SLJQ J W-c L4A3 43 n- i

LI2-0P-U344wM 2.M-1.-'4 -LA22 L WEU .1 1109<<U.Ji4 .w .8 .>->4 -- m30Z3% CC M 4 -C -, - o-..

* -~ m~i.--a -sm ~5 ~ -i- L -j L. zi waLLAJ )8 8 -ZZ 3iZ* ~ ~ ~ ~ ~ n .L4A M "<T wZ 444~j 94~OSL 4M~3 44 444

* ~ ~ ~ ~ ~ ~ w w w wI awzw.a.e~~~a. ~~aaaa aaa . .asmmJmimSAL AL .A..AAAALLL

I-OA IUKJ LI*~~~n of u0~5J~Ni 544.2. W2 Wa4I~. L.JO ->LIO-LI All

47

144

at

~ad

oo

ILI

>4

on .

leal

:D -K u 3tl )- N3 -9 -at- wom.w4 a cC W4

09- U . W 4 3- # , F i..9 1 J

-U=' 30-- -3c 4.u3

3e- '-aCs u-2Co

-4. SE a41!..0 UG

I.- !! ae=t m 'wU ja u n0 g

25 . M W ma. I~wNm. ~~ ~ ~ ~ i LU.-:; --a.- Ua-U.01 -j wC "UJI. -N --m m 4

'mm 1W.- 0 w 0 j -.-- -- I 1- . uxuf I- -- "d U

.4l~UI& ~~..A~ 48N

* 4

go

00

[aaC

0

-C ag' W-

CjI-, 44

WO ... 2

L;-- - M-~ 40wzmwU

UA -CDLU. .Jc " 4

if* uwa = WwuwpZ a...J

at -f - i0 WWz~O *~ -

No .. gig.J .Jifif i

00

'S.-."S

49

x31

XV 0)

OOh

owl

NNH 0

MAj 0

d13 S

HIO w

L300 4N300 44

Ivax 1.4

waw 44

313

Im.SrhO1W 1"4

IN

a a0S 0

S.LN3A3 NORS30NI iAU381

50

YIM

VNSins)

omDAflIN. i£

IN 0

ONH

X~d 0

XOd0GMd r.Jjo -

a~OH44

544

dSVNosylS.

00N0

ion

N 1 _0 I0 C14

SiN3A3 NOII531NI UVMIW

sme3HO0093

000rNg3N8 .

~Ne

ireZHG 0

IHB U

0060

038 0

maeWre~

4'M4

LAVaOiRta

hw

0

AW(W a

YIV C.,

-my

aafa 0 a1 0

S.LN3A3 NOIIS30NI UAVH3HiW

52

SU1NNG

ANOJ

S093

I0.

WVMsn4:

ORLO 0a.0~~Z

w 0

HdQ L. b

)103)

SNO (

UN3

nrio 44.

GIO 0

4.0

0OO

S311NO $4

nv 44

SIN3A3 NOIIS30NI UYiMSIV

53

Ma

3)(1)

0$4

".4fANIONH 0

WO)IH 0

N'H~oWy z 0)

0

9110 941

Iwo

nHO '4.4

d3Mi

VlJ bo0.

ouJ

00i

1.4

0 ai a

SiN3A3 NOILS30NI jidva3t8W

54

YId

Soli

ZN-I

sn 0Zdfl 0.'

3dfl "

Nnl-in

XHU'

cRffl 4 4

00-0

30V310 4L

30X1 1-4'

wl 44

'44

mm

SPIN"fIN bIHNHHN

SONH3N

HUP8NP

___ ___ ___ ___ ___ ___HO! -.4

U i 00 In 0 ~~

SIN3A3 NOUiS30NI Uvuibly

55

ILAd0Mid

Wild011dOV~d

ZldHl3dN~d)13d

ISO ~ 0

OdOliKo

MfN Z05N c)ION Cj3ONOdXNALL b

MRV 44win4

YM $4

030

0311

HWIawlsAl

a 0

SiNJA3 N01IS30NI U3YHiiSI

56

3nf

oflj

ANI'.4

SKU

0

wcs co~

o"Sw

OMb0

NIS

TI'S

NAS 0

WOSboilvs 04.U

Ans~mmW .

3d)R0

14 _0 VI0

SIN3A3 NOU.S30NI U13"381Y

57

10

HEZdZkZMA

aMIk bO0.

Oam "4.4)Mk w 0

1w~0

n.4VIAL

*m

HUMH

ZJAMok

0

0 C,4

SIN3A NOU.3~NI ZIAW

58M

0 0 4: UDNIMQ K

;> F x0 - <

cn< zi. UH OE-4 cn: N:4 4z1.- U, 0

4C4 1-4 -.4U OP 1- z .cn

u4q~ -=:

<>- - :::)ullw

-,-A -' - 4 E-' ý4Z :O 4 := OcnU 4 : u- -~ O # O Q<- 4Z u

0 : ,4 - D~i1 *~4 i' , z? 54 En WZZ ~ ~ c~ >- -< "0- .C~04 1ý * m~4C~ 0:~:z x~OO: 0~-i'

od U- - I -~' wE-400C l )4:u Cn :l pE4 O 01-IQ :3 UC

HUO,> 0 4:)Ic u04ý)w wý

En4 14 4J CE-I - 4 cd -Q<2 0 _ -w 0 -Z < P Ouu*-tw ýE-4.- ul N0 0 0 0 %Oww WC C'- >z gw -

4-4 14H ~w 4 50

.-4 u J-)1-CO. H W - ::S q .S 24)

NW4-J''14

=814 McW.04 z 4 O 0,

z- >: 440 WD4CzW 0 4 OE4ý40s

w : ý0 4

ini

CQ 4-) .0 4 C)C(=J -4 ,)-4COC O )CC=)=-4 o,-4 DC'Jq,-4 '.400D:Oý444) -CC-ý,14 0

Ec- cd W(n

b>.

'-4

04 0

0.4z

"-4 0.0'0

41:,

0"9

pa-a z

ý-4 C.2 E~~~~~-4w 4 . - nI -

*n cn Cw) -'4:1

7,0 < 4 < C.4w

1-11"0.,U~14

U .E~z Uý-)m U0 1-ZZ -41, O l Z -4 04 z 0 < -cnw O ~3c-E- ý[4 3 <1 W""W4 t-4~OU I44m -c4m z-w - -4I

0 OU C4-lzc

Z4 L)-q W Zj: c

1-4 Vr~w aw o w:

0 U) 44-4zwu

gn u ) cn

C C4

V 0-4* 4-4 *.4-a

4 CA 4-)a

)-4 Ub0Q)_ )4 >O)

0 *4

z "X

C1 Cn ai

L) bo>.

4J.0

0 V a,m cd - - - - - - - - - - - - -- - - - - - - - - - -

$41

=.- G) a - .I"Q4Huý ýi nc

0 a 4ý - S"Z >0 4-

60

* 0t- "-4L

4 z.

*~ a'A -M40 z1~

0 z m u hOU) ý4w) CiE- :

w .4 Z"2-4f4.44 U4: i-4U WH "l =Or-

E-4 0 W .. I4Z- O.-4-W OU""UZL) hO

USU Z4-4Z 4W4A"I 'i- oz~

E- J $ <Cwc O(.)Cx +N4C -Z 0 (4)0 < 3i-..~ ~l-41- 0Z0Zv -=-n~~ -(Ao 4:. uz:O.,1 uwz OE4 4OWzun

u- >4.1 l~ogrýZVWB 041 4.)~~~C 4J44' Z L

4-4- 0, -4

E- 00 0(41'

tho 00

o . 0 . .t O '~~ 0 L .3-.~4 .0 .Cf ..... X4

S4-) .0-4* LnOWt ,Vý'W-4-4M r .f4 44 ... f., -4 ~ -4-4-4--4-4 4) b O

$-s (4)"- 4) 0 a

U Mr. $4 r-4$4) bOG). S 4

B 0) 0 co

L) 0 4.) CO

o * 14 4-io- $4 0 4) to L

4Ji4J e. 0

bO,4 5n 00

owI r-44

C:. r.S 4

toi0 c"O~n,-l-.0D~nJuOC0U'000-00000)D 1, :1 W

0"~ C%ý"C''04e>=%D(--40000'.0 *c,4 4-40 ed

*4 Un1,,T1Cn'J5.l4-4ý4 *C-4 41-i0

-4 4)b. w

'0-4

4-)h 0 )4w~- w 00

61

SECTION 6

ENGINE DAMAGE DESCRIPTION

The type of damage incurred by well-defined engine bird ingestion eventsis useful in refining bird certification test criteria that could lead toimproved engine design. In general, three parameters are used to describeengine damage and failure. The first is the type of damage incurred, thesecond is whether or not the engine failed and the third is a description ofthe crew action taken during the engine ingestion event. The first part ofthis section provides descriptions of the types of damage incurred during thestudy, the relationships between engine damage and bird weight, engine damageand phase of flight, engine damage and aircraft airspeed, engine damage andmultiple engine and multiple bird involvement, and the types of crew actionsimplemented as a result of the bird ingestion. The second part describes thestatistical analysis of the relationship between bird weight and thelikelihood of damage occurring in an engine ingestion event. The third partof this section provides estimates of the probabilities of a crew action or anengine shutdown. The fourth part describes the engine failures that were dueto bird ingestions.

6.1 ENGINE DAMAGE AND CREW ACTION DESCRIPTIONS.

The types of damage that were identified in the data base were groupedinto 14 categories which are defined in Table 6.1. Within the 3-year datacollection period all 14 of the categories occurred. Tabulations of theoccurrences of combinations of damage categories are presented in Table 6.2.The triangular top portion of the table provides tallies of co-occurrences forall pairs of damage categories. The number in the top portion represents thenumber of engine ingestion events in which both the row damage and the columndamage occurred. The events in which more than two types of damage occurredwere also included in the tallies of the top portion of Table 6.2. There were39 events in which three types of damage occurred, 101 events in which twotypes of damage occurred and 314 events with a single type of damage.

There are insufficient data in the top portion of Table 6.2 to make anystrong statements about correlations between types of damage. There is someindication that bent and dented fan blades accompany core damage and brokenand shingled fan blades and that leading edge fan blade damage accompanies fanblade shingling; however, these trends cannot be strongly substantiatedbecause of the small amount of data. The observed trends could provide thestarting point for further investigations into the damage mechanisms of birdingestions.

The bottom half of Table 6.2 provides tallies of the number of engineingestion events in which each damage category was the only type of damage andthe total number of events that involved each of the damage categories. Fewerthan three bent and dented blades, shingled blades and nacelle and spinnerdamage seem more likely to occur by themselves than other types of damage.When more than three blades are bent or dented there is a much higher chancethat some other type of damage will also occur. As with the trends identifiedin the top portion of Table 6.2, there is insufficient evidence to stronglysubstantiate these trends.

62

TABLE 6.1 DEFINITION OF ENGINE DAMAGE CATEGORIES

DAMAGE SEVERITYCATEGORY LEVEL DAMAGE DEFINITION

TRVSFRAC Severe Transverse fracture - fan blade brokenchordwise (across) and piece liberated(includes secondary hard object damage).

CORE Severe Bent/broken compressor blades/vanes,blade/vane clash, blocked/disruptedairflow in low, intermediate, and highpressure compressors.

FLANGE Severe Flange separations.

TURBINE Severe Turbine damage.

BE/DE>3 Moderate More than three fan blades bent ordented.

TORN>I0 Moderate More than ten torn fan blades.

BROKEN Moderate Broken fan blades, leading edge and/ortip pieces missing, other blades alsodented.

SPINNER Moderate Dented, broken, or cracked spinner(includes spinner cap).

RELEASED Moderate Released (walked) fan blades (bladeretention mechanism broken).

TORN<I0 Mild Ten or fewer torn fan blades.

SHINGLED Mild Shingled (twisted) fan blades.

NACELLE Mild Dents and/or punctures to the engineenclosure (includes cowl).

LEADEDG Mild Leading edge distortion/curl.

BEN/DEN Mild One to three fan blades bent or dented.

63

Wi

miiIC I

CU * *CLu a a a LL.ONC~l CS

V Al -V~ I I *z

il a aLCA a ,

C. .3 a0 CD 2

W= a

(A~ I A .

acc. a

o~ V:. A ::2c -.

on a-. Ia IAwz a, nC 4 O 1n

im io 0 a N C, C2a 0 2-0F

0 l CD C3 2C 0 .

"Wr C f . wl *ý e D C

in ai on z o o 2A La @1

3. a 2c A Z. ) - -iw

wn .4 .v

z aia2 2

oA cc I.

cn 6.

Table 6.3 and 6.4 describe the relationship between the weight of theingested bird and resulting engine damage. Table 6.3 shows the number of bothmultiple and single bird engine ingestion events as well as the total numberof events with and without reported damage in each specified bird weight rangewhere the bird was positively identified by an ornithologist. Engine damagesummaries are shown in Tables 6.4A for all engine ingestion events, 6.4B forsingle bird events, and 6.4C for multiple bird events. These tables were madeby tallying the damage codes from the events shown in Table 6.3 in eachspecified bird weight range.

Since many of the engine ingestion events have multiple damagecategories, the total number of damage categories does not equal the number ofengine ingestion events. Tables 6.4A, 6.4B, and 6.4C also show the damagesustained by those engines that were considered to have failed due to the birdingestion. (See section 6.4 for more information on engine failure.)

The amount of data available is insufficient to draw any correlationsbetween the weight of the ingested bird and the type of damage that occurs.However, Table 6.4A shows that 56 percent of the ingestions (111) in which thebird weighed less than or equal to 24 ounces caused no damage. In comparisononly 17 percent of the birds ingested that weighed more than 24 ounces causedno engine damage.

The relationship between engine damage, phase of flight and aircraftairspeed is shown in Tables 6.5 and 6.6. Table 6.5 depicts the relationshipbetween engine damage and phase of flight. Of the 1107 known phase of flightengine ingestion events, 61 percent occurred on takeoff and climb and 37percent occurred during approach and landing. Forty-five percent of theengine ingestion events that took place during takeoff and climb resulted inengine damage; in comparison, only 24 percent resulted in damage duringapproach and landing. This suggests a relationship between engine speed(thrust) and bird ingestion engine damage, since engine speed would typicallybe higher during takeoff and climb than during approach and landing. However,engine speed or power was rarely reported during the study. It should benoted that 35 engine failures occurred during takeoff and climb and only 2engine failures occurred during approach and landing.

Table 6.6 shows the number of engine ingestion events and the number ofdamaging engine ingestions known to have occurred below 140 knots airspeed andat or above 140 knots. The table also shows the phase of flight that thesedamaging engine ingestions occurred in those airspeed ranges. There were 13percent (41 percent versus 28 percent respectively) more engine ingestionsthat resulted in engine damage at or above 140 knots airspeed than those thatoccurred below 140 knots. It is also shown that a significantly greaternumber of damaging ingestions occurred during takeoff and climb than duringapproach and landing at both aircraft airspeed ranges.

Multiple engine and multiple bird ingestion events present the greatesthazard to aircraft. Table 6.7 shows the number of these event that occurred.Fifty-eight aircraft had bird ingestions into both engines during the sameevent, and twelve events resulted in damage to both engines. There were alsotwenty-nine events where multiple birds were ingested into both engines;

65

TABLE 6.3. TALLY OF POSITIVELY IDENTIFIED BIRD SPECIES BYWEIGHT RANGE AND EVENT TYPE

Bird Identifications*Total Single Multiple

Weight Bird Bird Bird

Range (oz.) Events Events Events

0 < x < 8 107 83 24

8 < x < 16 80 62 18

16 < x < 24 13 9 4

24 < x < 32 13 13 0

32 < x < 40 25 17 8

x > 40 15 13 2

Total 253 197 56

*One counted for each engine ingestion event

66

TABLE 6.4A. 737 AIRCRAFT ENGINE BIRD INGESTION DAMAGE SUMMARY(TOTAL BIRD EVENTS)*

DamageSeverity Category Bird Weight Range (oz.)

(O<x<8) (8<x<16) (16<x< 24) (24<x<32) (32<x<40) (x>40)

None 69 36 6 2 4 3

DamageUnknown 4 5/1 0 1 0 0

Other 0 3/1 0 1 6 0

Mild

Lead-Edg 3 6 2 1/1 3 0Shingled 10 11/2 1 1 6/1 4/1Ben/Den 18/1 10/1 3 1 3/1 3Torn<3 0 1 0 1 0 1Nacelle 1 0 0 2 0 0

Moderate

Be/De>3 6 8/3 2/2 0 6/3 5/1Torn>3 0 0 0 0 2/2 0Broken 7/1 6/2 2/1 5/1 312 3/1Spinner 0 0 0 0 0 0Released 0 4/3 0 0 1 1

Severe

Trvs Frac 4/4 8/8 1/1 2/2 3/3 1/1Core 3/2 9/7 2/2 2/1 1 5/1Flange 0 1/1 0 1/1 0 0Turbine 1/1 2/2 0 0 0 0

*Number of occurrences/number of occurrences when engine failed

67

TABLE 6.4B. 737 AIRCRAFT ENGINE BIRD INGESTION DAMAGE SUMMARY(SINGLE BIRD EVENTS)*


(O<x<8) (8<x<16) (16<x< 24) (24<x<32) (32<x<40) (x>40)

None 56 31 3 2 2 3

DamageUnknown 3 5/1 0 1 0 0

Other 0 3/1 0 1 4 0

Mild

Lead-Edg 2 4 1 1/1 3 0Shingled 7 7/1 1 1 3 3'iBen/Den 13 8/1 2 1 2/1 1Torn<3 0 1 0 1 0 1Nanelle 1 0 0 2 0 0

Moderate

Be/De>3 3 3/1 2/2 0 5/2 5/1Torn>3 0 0 0 0 212 0Broken 5 6/2 211 5/1 312 2/1Spinner 0 0 0 0 0 0Released 0 1/1 0 0 1 1

Severe

Trve Frac 3/3 4/4 1/1 2/2 3/3 1/1Core 312 3/2 2/2 2/1 1 4/1Flange 0 i/l 0 1/1 0 0Turbine 1i1 0 0 0 0 0


68

TABLE 6.4C. 737 AIRCRAFT ENGINE BIRD INGESTION DAMAGE SUMMARY(MULTIPLE BIRD EVENTS)*


(O<x<8) (8<x<16) (16<x< 24) (24<x<32) (32<x<40) (x>40)

None 13 5 3 0 2 0

DamageUnknown 1 0 0 0 0 0

Other 0 0 0 0 2 0

Mild

Lead-Edg 1 2 1 0 0 0Shingled 3 4/1 0 0 3/1 1Ben/Den 5/1 2 1 0 1 2Torn<3 0 0 0 0 0 0Nacelle 0 0 0 0 0 0

Moderate

Be/De>3 3 5/2 0 0 1/1 0Torn>3 0 0 0 0 0 0Broken 2/1 0 0 0 0 1Spinner 0 0 0 0 0 0Released 0 3/2 0 0 0 0

Severe

Trvs Frac 1/1 4/4 0 0 0 0Core 0 6/5 0 0 0 1Flange 0 0 0 0 0 0Turbine 0 2/2 0 0 0 0


69

TABLE 6.5. PHASE-OF-FLIGHT (POF) ANALYSIS

Known POF Known POFKnown POF Damaging Engine

Aircraft Events/ Aircraft Events/ FailureEngine Ingestions Engine Ingestions Ingestions

(1054/1107) (388/406) (37)

Takeoff and Climb 640/674 289/300 35

Approaching and Landing 387/406 89/96 2

TABLE 6.6. AIRCRAFT AIRSPEED ANALYSIS

Known Speed Known SpeedKnown Speed Engine Ingestions, Engine Ingestions,

Aircraft Engine Ingestions Takeoff And Climb Landing And ApproachAirspeed (634) (387) (234)

< 140 Knots 412 215 190

> 140 Knots 222 172 44

Known Speed Known SpeedKnown Speed Damaging Engine Damaging Engine

Aircraft Damaging Engine Ingestions, Takeoff Ingestions, LandingAirapeed Ingestions (206) And Climb (159) And Approach (47)

< 140 Knots 116 78 38

> 140 Knots 90 81 9

TABLE 6.7. MULTIPLE ENGINE AND MULTIPLE BIRD ANALYSIS

EngineAircraft Events/ Damaging Engine FailureEngine Ingestions Ingestions Ingestions

Multiple Engine 58/116 38/12* 2

Multiple Bird 179/208 79 9

Single Bird 1237/1260 489 21

*Aircraft events where more than one engine damaged

70

potentially the most hazardous bird ingestion condition an aircraft canencounter.

Table 6.7 also gives the number of engine ingestion events where morethan one bird was ingested into the engine. Of the 208'multiple bird engineingestions that occurred, 38 percent of the ingestions resulted in some enginedamage. In comparison 39 percent of the engines that. ingested a single birdresulted in some engine damage. Four percent of the mutiple bird ingestionsresulted in engine failures compared to three percent for single birdingestions.

There were four types of crew action identified in connection with theaircraft ingestion events in the data base. An air turnback was performed in128 of the events, the takeoff was aborted 129 times, a diversionary maneuverwas performed 16 times and in 21 events the crew action was listed as otherwithout specifying the type of action taken. There was no crew action takenin 719 of the aircraft ingestion events for which a crew. action entry wasrecorded, which is nearly 71 percent of the time. (One airplane crashed ontakeoff.) The crew action should correspond to the phase of flight in whichthe event occurred. No change in the flight is usually required when aningestion occurs during a landing maneuver. The aborted takeoffs and airturnbacks would most likely occur during takeoff and climb phases since therewere practically no ingestions during the cruise phase. However, there werethree air turnbacks as a result of a bird ingestion during the cruise phase.

6.2 PROBABILITY OF DAMAGE.

One of the key questions that inspired the bird ingestion survey is theissue of what weight bird should be considered for certification testcriteria. Two of the main issues in deciding what the certification bird sizeshould be are (1) the likelihood of ingesting a bird of the certification sizeor larger and (2) the likelihood that damage will result from ingesting a birdof a specified weight. The issue of bird weights is discussed in Sections 3and 7 while the probability of damage is the topic of this section.

The problem of relating bird weight to the probability of damage (POD)is similar to bio-assay experiments which try to predict the probability of aresponse as a function of dose size. The key elements of similarity are thatthe probability of success for a dichotomous (pass/fail) trial is related to acontinuous stimulus variable. In bird ingestions the dichotomous trial iswhether or not damage occurs and the stimulus variable is the weight of theingested bird.

Linear logistic analysis is the most commonly used met..od of analyzingthe dosage-response type of data and has been used successfully in relatingthe probability of transparencies breaking as a function of projectile size indealing with the problem of propwash blown gravrdl breaking helicopterwindshields [10]. The logistic distribution function is assumed to describethe relationship between the probability of damage and the bird weight in alinear logistic analysis. The logistic distribution function is liven by:

POD(w) - 1I{1+exp[-(nirj3)(w-/4)l]) (6.1)

71

whero w is the bird weight, g is the weight with a 50 percent chance ofcausing damage and a is a parameter that is related to the steepness of thePOD function.

The estimation of the function given in Equation 6.1 has beenextensively studied and the methods have been described in the literature[11,12]. The method of maximum likelihood provides the best estimates for thetype of data in the bird ingestion study since there are only a few ingestionsat each weight. The software for estimating the parameters of Equation 6.1has been developed and extensively tested at the UDRI [13] and verified byresearchers at other institutions.

The types of damage were categorized as mild, moderate or severe by theFAA. Table 6.8 itemizes the types of damage that were included in each of theseverity categories. Three distinct analyses were conducted based on theseverity ratings. The three analyses estimated the probability of any damage,the probability of at least moderate damage and the probability of severedamage as a function of bias weight. Figures 6.1, 6.2, and 6.3 show theestimated POD functions along with confidence bounds on the POD functions forthe three analyses. Note that the figures are based on the weight of oneingested bird per event, not the total weight of all birds ingested in thecase of a multiple bird ingestion event.

Figure 6.1 shows the probability of any damage occurring and includesall three severity levels as positive responses. The probability of anydamage occurring rises very steeply reaching 50 percent at about 10.0 ouncesand the curve levels off at the 90 percent level at about 120 ounces. Therelationship between bird weight and the probability of any damage is verystrong and results in the confidence bound being close to the mean trendcurve.

The probability of moderate damage does not rise quite so steeply and adefinitive weight cutoff between birds that cause damage and those that do notcause damage cannot be identified. The probability of moderate damage reaches50 percent at 66 ounces and remains below 70 percent through the weight rangecollected in this study. The confidence bound shown in Figure 6.2 is furtherfrom the mean trend than the confidence bound in Figure 6.1 because the trendin the probability of moderate damage as a function of bird weight is not asstrong as the trend in the probability of any damage.

The probability of severe damage and its confidence bound are plotted inFigure 6.3 as functions of bird weight. The probability of severe damage ismuch lower than the probabilities of any damage or moderate damage. Is aresult, the curves are much flatter and rise much more slowly than the curvesin Figures 6.1 and 6.2. The probability of severe damage remains below 35percent through the weight range collected in this study.

The probability of damage analysis is clouded by the poor birdidentification rates. The estimated POD functions are likely to be biasedtoward higher POD values since there was a larger proportion of birdsidentified when engine damage occurred. The extent of the bias cannot beestimated accurately.

72

TABLE 6.8 DAMAGE SEVERITY DEFINITIONS

SEVERITYLEVEL DAMAGE DEFINITION

SEVERE Damage classified as severe. Achieved when reportedDAMAGE damage category is TRVSFRAC, CORE, FLANGE, or TURBINE.

MODERATE Damage classified as moderate. Achieved when reportedDAMAGE damage category is BE/DE>3, TORN>10, BROKEN, SPINNER,

or RELEASED AND no SEVERE damage has been reported.

MILD Damage classified as mild. Achieved when reportedDAMAGE damage category is LEADEDG, BEN/DEN, TORN<I0,

SHINGLED, or NACELLE AND neither SEVERE nor MODERATEdamage has been reported.

73

1.0

00.6 Probability of Any Damage0.6 . - -- Lower Confidence Bound-0.4V

00.2

0.00.0 * I , I I I * I i I , h I * I , I ,

0 20 40 60 80 100 120 140 160 180 200BIRD wEIGHT (oz.)

Figure 6.1. Estimated POD Function for Any Damage withthe 95 Percent Confidence Bound.

1*1 1.0

j0.8

o 0.6

0.4 -

ProbabilIty of At Least Moderate Damage0-.2 Lower Confiden, e Bound

0.01 1 1 1 1 1 1 1 1 1 1 1 1 1 10 20 40 60 80 100 120 140 160 180 200

BIRD WEIGHT (OL)Figure 6.2. Estimated POD Function for Moderate or Worse

Damage with the 95 Percent Confidence Bound.

1~1.0

0.8

00.6 Probabfty of Swore Damage

90.4 - - Lower Confidence Bound

0.2

0.00 20 40 60 80 100 120 140 160 180 200

BIRD WEIGHT (OL)Figure 6.3. Estimated POD Function for Severe Damage

with the 95 Percent Confidence Bound.

74

6.3 CREW ACTION AND ENGINE SHUTDOWN PROBABILITIES.

Two other factors that relate to the severity of engine damage arewhether or not a crew action is required and whether or not an engine was shutdown as a result of the ingestion. Table 6.9 lists the conditionalprobabilities that a crew action is required given the severityof damage thatthe engine incurs. The probability that a crew action is required increaseswith the severity of engine damage as expected. The third column of Table 6.9contains the upper 95 percent confidence bound on the conditionalprobabilities given in column two.

The formulae for the estimates of the conditional probability of a crewaction given the engine damage severity are:

AP NS (6.2)

P - + 1.645V N (6.3)CB N

A

In Equations 6.2 and 6.3, P is the estimated conditional probability of acrew action, C is the number of aircraft ingestion events in which a crewaction was taken and an engine sustained the giveni severity level, N, is thenumber of aircraft ingestion events in which an engine sustained the givenseverity level and Pcs is the upper confidence bound on the conditionalprobability. The constant 1.645 is derived from the cumulative normaldistribution function to give a 95 percent level of confidence.

An in-flight engine shutdown occurred in 46 of the 1,410 aircraftingestion events; which corresponds to an estimated probability of an in-flight engine shutdown given thnt: an ingestion has occurred of 0.033 with a 95percent confidence bound of 0.0/404. The reason for the shutdown was not knownin 25 of the events. An involuntary shutdown occurred seven times. Excessivevibration precipitated the shutdown nine times. The engine was shut downbecause of incorrect engine pressure ratio three times, incorrect engineparameter readings once, and high exhaust gas temperature twice. Inferencesabout the causes of in-flight shutdowns cannot be drawn because of the largeproportion of shutdowns in which the cause was not identified.

6.4 ENGINE FAILURES.

Engine failures are important areas to consider when analyzing theseengine bird ingestion events. For the purpose of this study an engine failurewas considered to have occurred when an engine was not able to produce andmaintain usable thrust of at least 50 percent for the use by the pilot of theaircraft. A transverse fan blade fracture and an involuntary engine in-flightshutdown were considered to be engine failures in all cases. Otherwise anengineering judgement was made based on the extent of engine damage, effect onflight, phase of flight, and any other factors that may have been provided inthe description of the event or investigation summary.

75

TABLE 6.9

CONDITIONAL PROBABILITY OF CREW ACTIONGIVEN THE ENGINE DAMAGE SEVERITY

PROBABILITY OF UPPERCREW ACTION CONFIDENCE

ENGINE DAMAGE SEVERITY P(CA) BOUND

NO DAMAGE .139 .161

ANY DAMAGE .289 .329

AT LEAST MODERATE DAMAGE .400 .487

SEVERE DAMAGE .567 .743

76

Table 6.10 provides a summary of some of the important data categoriesfor the engine ingestion events that resulted in an engine failure. Theconditional probability of an engine failure given that an ingestion hasoccurred is 0.029 with a lower 95 percent confidence bound of 0.021. Thelower confidence bound was calculated using the Z statistic for proportions.The overall engine failure rate for the 737 aircraft due to bird ingestion was0.005 failures per ten thousand aircraft operations.

Table 6.10 shows that a voluntary or involuntary in-flight shutdown ofthe engine occurred in 21 of the 42 engine failures. There was also a powerloss associated with 89 percent of the engine failures where there wasinformation reported in the power loss category. The most significant causeof engine failures appears to be transverse fan blade fracture which caused 27of the 42 engine failures.

Reviewing the bird threat data for these engine failures shows that thespecies of bird was identified and an estimated weight was available in only28 of the 42 engine failure events. The percentage of identifications is toolow to allow statistical inferences about bird weights. The trend for theweights that are available is that the birds ingested in failure events areheavier than the birds ingested in all ever-•. The mean of the weights forthe birds that were identified in failure events is 27.5 ounces which is 10.3ounces heavier than the overall mean. The higher mean for the failure eventsshould be interpreted as a pointer to a possible trend tlat should beinvestigated further since the weight identifications are low.

Twenty-one of the engine failures were caused by the ingestion of asingle bird and nine were caused by the ingestion of multiple birds. This isa much higher percentage than the fraction of all ingestion events whichinvolved multiple birds. This suggests that engine failure is more likely incases of multiple bird ingestion. Also, in 7 of the 28 engine failures wherethe bird weight was known, the bird or birds weighed more than 2 pounds.However, 16 were caused by birds that weighed less than or equal to I pound.Comparing this with the number of engine ingestions where the bird weight wasknown (Table 6.3), shows that 18 percent and 9 percent of the engine ingestionevents resulted in engine failures when the bird weighed more than 2 poundsand less than or equal to 1 pound, respectively.

Almost all of the failure events occurred during takeoff (33) with twofailures during the climb, one during the approach and one during landing.The phase of flight was unknown in five of the failure events. The enginelocation was split almost in half with 22 failures occurring in the leftengine and 20 in the right.

77

TABLE 6.10. ENGINE FAILURE SUMMARY BY BIRD WEIGHT

Bird (oz.) Number Damage Phase of Power In-Flight CrewWeight of Birds Code Flight Loss Shutdown Action

1.5 1 A,O Takeoff Epr Dec Vibes ATB

4.0 -- A,I ---....

4.0 -- A,I,K Takeoff Compressor No ATO

4.0 1 A,I,K Takeoff --- No ATO

7.0 * A,C,G,I Takeoff Compressor Parameters ATB

10.0 * A,H,I,N Takeoff Compressor Voluntary ATB

10.1 * A,I,K Takeoff Compressor Vibes ATB

11.5 6 A,D,K,O Takeoff Compressor Involuntary Crashed

11.5 8 A,D,K,O Takeoff Compressor Involuntary Crashed

12.0 1 A9I,M,P Takeoff Yes Involuntary ATB

14.0 1 A,G,I,K Takeoff Compressor --- ATB

14.0 1 A,C,G,I Takeoff --- ATO

14.0 3 A,I,K,N Takeoff Compressor Egt ATB

15.0 1 A,D,H Takeoff Compressor Involuntary ATB

16.0 1 A,I,K,N Takeoff Compressor Involuntary ATB

16.0 * A,I,K Takeoff Compressor No ATO

22.0 1 A,D,G,K Takeoff None No ATB

24.0 1 A,D,I,K Takeoff Compressor Voluntary ATB

28.0 1 A,B,G,K Takeoff Spool Down Involuntary ATE

28.0 1 A,I,M Takeoff No ATO

32.0 1 A,I Takeoff Epr Dec Yes DIV

38.4 1 A,D,G Takeoff --- No ATO

40.0 1 A,D,F,I Climb --- ATB

78

TABLE 6.10. ENGINE FAILURE SUMMARY BY BIRD WEIGHT (Continued)

40.0 2 A,D,H Takeoff Compressor Yes DIV

40.0 1 A,F,I Takeoff Compressor Vibes ATB

40.0 1 A,C,G,I Takeoff .........

80.0 1 A,H,I Takeoff Compressor Yes ATB

192.0 1 A,D,G,K Approach Yes Epr ---

---.-- ACGI .........- None

---- A,Q Climb Spool Down Involuntary ATB

--- A,GK Takeoff Vibes ATO

I A,I,K,Q Takeoff --- No ATB

--- A,C,I,K Takeoff --- No None

1 A,B,G,P Takeoff None No ATO

------ A,I ---......

I A,I Takeoff Yes Yes ATO

--- A,I Takeoff --- No ---

------ --A,I .......

--- A,C,G,I Landing None No ---

------ --A,I .......

2 A,D Takeoff Compressor No ATO

--- A,D,G,K Takeoff Compressor Yes ATO

*Means more than one bird ingested but the exact count is unknown.

Note: A description of the columns and column contents can be found in Appendix B.

79

SECTION 7PROBABILITY ESTIMATES

This section provides a summary of the probabilities of various birdingestion events. The probability of an event is a measure of the likelihoodthat the event will occur. The probabilities in this section are calculatedon a per operation basis and present similar information to the ingestionrates. The ingestion rates that were presented in Section 4 were calculatedon the basis of 10,000 aircraft operations; however, it was shown in Section4.2 that the per operation ingestion rate is equal to the probability ofingestion for a single operation. This section provides more details on theprobabilities of various categories of bird ingestion events.

Table 7.1 provides the estimated probabilities and 95 percent confidencebounds for the whole B737 fleet for various aircraft ingestion events. Theoverall likelihood of an aircraft ingestion event in a single operation isslightly more than one in sixty-five hundred; and although the odds of havinga bird ingestion on any one operation are very small, there are millions ofB737 operations each year so that hundreds of ingestions are expected eachyear. Most ingestions occur during the takeoff and landing phases so that theprobabilities for takeoff and climb and the approach and landing phases arerelatively large. Dual engine and multiple bird ingestions are relativelyrare (which is reflected in the smaller probabilities for these events).

The inlet area effect on aircraft ingestion probabilities is shown inTable 7.2 which separates the probabilities by location and engine. With theexception of single engine multiple bird ingestion events in the UnitedStates, the probabilities for the CFM International CFM56 are always largerthan the corresponding probabilities for the Pratt and Whitney JT8D. Thelarger probabilities for the CFM56 are expected since the inlet area of theCFM56 is nearly twice the inlet area of the JT8D.

The probability of an ingestion that causes moderate or severe enginedamage (POId) is calculated with respect to engine operations, not aircraftoperations. Moderate or severe engine damage occurred in 180 (49 domestic,130 foreign, I unknown) of the 1,468 engine ingestion events reported in thedata collection period. The respective worldwide, domestic, and foreign POIdvalues for the B737 fleet are 1.01 x 10-5, 0.._ x 10-5, and 1.59 x 10-5. Therespective worldwide, domestic, and foreign 95 percent confidence bounds onthe POId values are 1.14 x 10-5, 0.64 x 10-5, and 1.84 x 10-5.

The effect of bird weight on the probabilities is estimated in Tables7.3 and 7.4. The entries in Tables 7.3 and 7.4 were calculated by multiplyingthe overall probability for each location/engine combination by the relativefrequency of each bird weight range. The relative frequencies for bird weightranges were derived from the weights of positively identified birds and arebased on the number of events that involved birds in each weight range, notthe total number of birds ingested. The validity of this calculation dependson the randomness of bird identifications, as discussed in Section 3. Table7.3 provides a breakdown of the probability of ingestion (POI) by location andengine while Table 7.4 combines the two engine types. The calculations inTables 7.3 and 7.4 were made on both an aircraft operation basis 'Tables 7.3Aand 7.4A) and an engine operation basis (Tables 7.3B and 7.4B). Tables 7.4A

80

and 7.4B show that the worldwide probability of ingestin• one or more birds asa function of bird weight is 0.210 x 10-5 and 0.102 x 10-f respectively at the52-to 56-ounce weight range for the B737 aircraft fleet. Above this weightrange the probability of ingestion decreases.

TABLE 7.1 AIRCRAFT OPERATION INGESTION PROBABILITIES

INGESTION PROBABILITY* CONFIDENCECONDITION EVENTS OF INGESTION D

All Flights 1,410 15.82 16.53

Takeoff & Climbl 863 9.68 10.24

Approach & Landingt 516 5.79 6.23

Dual Engine / 23 0.26 0.37Single Bird Per Engine

Dual Engine / 35 0.39 0.52Multiple Birds

Multiple Birds / 144 1.62 1.86Single Engine

* Scaled by 105

t Contains prorated apportionment of events with unknown phaseof flight

81

* ' I : >1* ' ' 04

-4 -'41 0> 'o -4 c.0'0 .ý I J-4f r- %D0 ONa' -

, boO 0 -4

. 0 *Ln - 4

b, b4-) LA) (n I'D -4 (0N1

'(N' 0-4 C41 C4 -4 -

>4 I * >

zi ' ' -- 4'4 -4 fn 0p LAz b-4 'Z "a' 414 LA C0 -4 ý r- 0>u4 0. 1-4 o 10-'I W~~~ -, b o (n -4 1

~~'1~~~~ 041 .0 - - -

bO 0J M(C r- 0

1-4 04 1- 1-4i (z0 'n I I >4

1-'14' I. *-4 -41 '. LN LA LA LA-4' 4J -4I LA C-0 - C N C14r

(D 'o1-4'-4' Cfl

bo o1(A 21 00 LA wA 0In 0 z n

W* bO4J (N-4Z(*~- 4 ~> LA ON LA

LK!

IHL 0 ~ >-I0 ~ 0 a

<04 " 04 "' -

"0- ') 'a'' 4 100 ' me

:j '.0 b4-) . 4 01 ON - 0NLA

co z o o--'-0 " C7.)

%D~- Li '1 -4 04) r C4 n0

0 -zZ ' A -~' 04 '.0 a' r-4 cJ -4

'-0 "Z-' wd ci 2 -4 LA0(n0'-1-4Li L ' bO N - '41

OL0 ".'- ' - 4)ZU~ C14 -LL -4-*C C Dc

" . Z Hn "~ rO-4I - ( 0 0n 04 LA)'

Z ,4) .0 N-1 -4 (N C0 4 4.)

W. W~ n * o o >4 ' 44

z0 'L4i 4 f:4 wi )4 0

'1- '(N *-4-) -4 0' L .0rD( .4

En. 00 44 - ý4

*U2' 01% 0)0 - 0 0 0 0 104 41 -4

13I '0 ' A -41 4 2-V)i '(N r.0 )L4 IH 0 41 $4 >~ '4 4)

1 [-4 1L C1 b01 '0 r- OD (N (" .q 4 0. 0 >" 4J r- C4 00 C> () -4 co

00 4-4 -4 -

W~~- C1c4:4 0 0bO r, o~c:c-4

A r- 4-i C)4-4) 4 . 1-4 --- 4 4c r. i

1-4~~ 01 0i iU .1-4 4 'Li ~ G) CzJ .0 0 - -

42)~~( 10 -4 ~: 1- 4En~ ~ c ' .- ~ 41c 4.) CU r. r.

C - r10 <. c:1- UbO 0c 1 - z :50:U . 41U 4) -'-"- ~41 wi pO-

4. 04 bO >0 lad (DC (DL ~ O O O'41 *,)0 w4 I ' c 4 : ci

4-4 '-4 '44C~ Ci ) E.Cz '0 cx CiC: 00 ~ 04 w-- 'l r.C 14 o.

:D.- U) (D " -4b 4)b 41

CC '-o 04. *'- -4c r_: 4c: -4U -4-

"-- 4 0 0~ 4U- r-U 4 4 -4 -4-41 -' HO4 <A 0(1 to2 r. ý 0 4

82

W IL 4)

>4 i0 o~ a q- 4 0) .- I

E-4l H~~ '0 Hn a)qw0vvwN W % W- - w O

$4r-I H 4)

0~ a mrI 4) 0

z9)H 1 0: 1 0 0 44)

ZH I z I qv ~ 1A~I'IA IN4 1111 0 q

z 'Ln I ' a a Iz-v *I Ir- II I II 1 - a) a0 1Q$ .1. .1 1 1111ON

in 'AI 41 1 $ - V ON *rq

0,I -I44 i

I I IV - 00 >4>4 I ý 1r 0~ - oo OOr-40v% l % - D %A Hn 4.)M- i- 1i 'A '0 wwN I w o I mN %DI IlI I Il I %D to) .

UC I ODfl I -wn 4N No 1NN 1'Acm N I I II I 'L A '>j HE-4 ~r, I .Qw *.. I - - *. IlI II I I * $440 -11

(H I- I-I .Q:. A

W a ) 02c 14 r $4(I0 Q ) 124

9 0 t 0H~$4 0 in

'4o 9 (nI 1 0 t; mclC-4 HH0 0 00 TH 0000000 lw a)E-4H4 01I $44~ H 4) 0v

~>z 0 W4 0

H1 INZ I fn1 4H rIt l

t01 I0 1W1 0r Nl O0 W 0 wr- 0 N %DD M O~ON 0% - r N *Ha) *rq4:0 21z H I -I 4J c nt -ic nrir-1wic N''A OI HN 0,~4 u) i A ( O r -q- (L)

w4 ~ zI zI 'A IU~ 0 ra WODW OM W N Iv 0 4.) 300 I II -W.. .I A 4)......... * - a) -4~in 10 1- r41 0ty (Dc4 c4 8J080C4H N* 0'0*0*0*0' 0 Iq 9H H-

W I f4 I -I $4j r- --4 -rq H-

2- 1 1 t A t0 I 44 -H I VI4I 0 0E-4 I Icn 44 $4 mU) I 1~ 00 c N c)t'ALA 0 'A V (L)Q >1

-z 1 I-1 r, NIQ I enOIIHIO11IOI .C 0 1 C 4J .1OU 1 1 01 W I C-D~ -4 HH I I rn I INjI I IH H- - 41 q

2 I I 'AI .. I ... II -1 . 1 .I I-4 HO Ir -H I 1 IN HOyr- 0000 0 0 0 qw 4)~ r.-4 -d

k Ir. 0 A V.

0 #04) A r.0.9 t 0 -1

>4 - -~ -s -s -s -s -s 4J Ms ks CsC sC sC3$a)f 4)'0 0N D ~ %O 0 0 0

H ON >1 0 0HH. .i-iV0 4) 0

H0 to U) .-4q

4) - VI V*VV IV IV IV V I V IV IV -4 4-) H 04-1 4X~ -H>X~ 44 V 0-~

0~$ to 3:0- S -W4 4 v. HHNv-~' ' ' N N H v.. v ) Au oH104 0 HH H: 0

$4 m- -o O %0 0. -r W N %0 0 V N % %D V -W W 4 *4 A .. 0

S3

>4 0 C 1 14 Of

E-I4 H 4-S r- 11 1 0~ - Dr NO1-1 vJ *******IM.** .IlIIlI * U

H104101 0t C'.-0JHO 0000 m' U1 01 - I MA 0

I I o)H z I 4.% 0 40r

0 ý - VN m cr0 C14 I) N en pz IH I - 1 4 ci 4r- q H. -4 I LA oI0iInifi iiII i % -'4 to

zw rz I r-I. I .j M HT-4 rim el~r I m ri IcfnI I1 1 IA I I0 ) )

H %D10 1 DI 0 i (4J ~.%OC4 4 0' 0' 0' D

E-4M IPW - I m- r.r 9 .-991I Irq1 04H ).

Ui >, (4401 -rIO 0

>4 1 1*t1 0-rq41 rI~-q O H A .- -4 N Wf- NJ (0 > 4-)I I-IV %DMnM I MI (ne'I'tc' Ic(c1I 1o1n1n 1111 r- .Q -'4

I to I r, a 0 V1V1-r Irir4I N % -4 I I I I IO I1 1 CAi 144 u-IE-U)i i Ln 0 .*.*I ..- I ... II I I I I 1 Q0 i -'.4:zI '1 -4 1 0 0 OCH400 00 000 5q 0

H H I4 HI VV .a Q

.'.4.-4 14

90H I'O U)

r- I ~Ln 1 '44'01 0UI H I - 1 0 .-Il -'g0r-qr wDN %D H - N N r- rIr- V r-

w 01 2. 1C-4 I 4J OMOOPM' 01 D I'r' WC '- LA U ) -.0- (A) I~ I to w.MN N -4rI00000 " 0 U)

4~~~~ 0 .41-1 0t r4T1000000 1 00 V;8CiE0rz H ~ 0 1 ~ HHO3O 0 000 00 r -to toE-41 Z I0 C-1 1 0 A

rci 0U *1.

rZ I H I %I 1 4 0 -H. 0NU)IH On 1 1% 1 0cr % -4N q , n -4cI' H HN 3% 0-

P4 1 I ~ONI A** *.)* .. H *

1 0 1 N Or0 Nc~r;400-00 H 0-00-0-0 0 C~j *u-4 Q r-4

E-eI I'D A i 00z -30)0 -H-

0 C M4 4.44VH C~~I I l OI0 0(

H- %D I'1 4440 00t

IP ID HI W 0 LOLALAI i Ln Iiolii I tnl t 0.M O M~2O C 'I VH 0 0 1 H 1 If4 1 1 HII110 1 H -

H I n 1~ 0 1 00 0000 0 0 0 C*4 to-rq -'q40I IDI m A..I VI.I~ * H

P4 V IV IVIIIVVIIVVVIIZT

.C4)0 00-r

E-4~ 00 tVV 0 ) 4)

04 VI VV VI VI VIV IV IV IV IV IV V -

0H H

VýXXXXXXXXXXXX mA84(4

TABLE 7.4A

PROBABILITY OF INGESTION AS A FUNCTION OF BIRD WEIGHT BY LOCATION(BASED ON AIRCRAFT OPERATIONS)

BOEING-737 COMMERCIAL FLEET

UNITED STATES FOREIGN WORLDWIDE

Aircraft Operations: 4,829,172 4,081,681 8,910,853

Bird Weight Range Probability Probability Probability(Ounces) Of Ingestion Of Ingestion Of Ingestion

( 0 < X < 4) 2.351 4.215 3.672( 4 < X 5 8) 0.531 7.025 3.138( 8 < X < 12) 0.076 5.445 2.136( 12 < X 5 16) 1.669 2.810 2.537( 16 < X 5 20) 0.152 1.229 0.601( 20 < X ! 24) 0.152 0.351 0.267( 24 < X 5 28) 0.152 0.878 0.467( 28 < X 5 32) --- 1.054 0.401( 32 < X < 36) 0.152 0.351 0.267( 36 < X ! 40) 0.758 1.756 1.335( 40 < X < 44) 0.076 --- 0.067( 44 < X 5 48) --- 0.703 0.267( 52 < X 5 56) 0.152 0.176 0.200( 56 < X 5 60) --- 0.176 0.067( 76 < X 5 80) --- 0.176 0.067( 84 < X 5 88) --- 0.351 0.134(124 < X 5 128) 0.076 --- 0.067(188 < X 5 192) --- 0.351 0.134

All Weightst 6.295 27.048 15.823

Probability that either engine will ingest 1 or more birds of a given

weight class per aircraft operation. Probabilities have been scaledup by 105.

t Cumulative probability of all weight bands in geographic location.

85

TABLE 7.4B

PROBABILITY OF INGESTION* AS A FUNCTION OF BIRD WEIGHT BY LOCATION(BASED ON ENGINE OPERATIONS)

BOEING-737 COMMERCIAL FLEET

UNITED STATES FOREIGN WORLDWIDE

Engine Operations: 9,658,344 8,163,362 17,821,706

Bird Weight Range Probability Probability Probability(Ounces) Of Ingestion Of Ingestion Of Ingestion

( 0 < X ! 4) 1.231 2.133 1.888( 4 < X • 8) 0.261 3.583 1.595( 8 < X < 12) 0.037 3.156 1.237( 12 < X < 16) 0.932 1.450 1.367( 16 < X < 20) 0.075 0.597 0.293( 20 < X < 24) 0.075 0.171 0.130( 24 < X < 28) 0.075 0.427 0.228( 28 < X < 32) --- 0.512 0.195( 32 < X < 36) 0.075 0.171 0.130( 36 < X < 40) 0.373 0.938 0.684( 40 < X < 44) 0.038 --- 0.033( 44 < X < 48) --- 0.341 0.130( 52 < X < 56) 0.075 0.085 0.098( 56 < X < 60) --- 0.085 0.033( 76 < X < 80) --- 0.085 0.033( 84 < X < 88) --- 0.171 0.065(124 < X < 128) 0.038 --- 0.033(188 < X < 192) --- 0.171 0.065

All Weightsf 3.282 14.075 8.237

Probability that an engine will ingest 1 or more birds of a givenweight class per engine operation. Probabilities have been scaledup by 105.

Cumulative probability of all weight bands in geographic location.

86

SECTION 8DATA QUALITY

The interpretations derived from any large set of data are only as goodas the data. The use of poor data can lead to invalid and misleadingconclusions. The conclusions reached in this report should be interpreted inthe context of the sources of the data and the quality of the data. Thefollowing paragraphs discuss the sources of data for the 3 years and thequality of the data as measured by the consistency of the data collected ineach of the 3 years and by the consistency of the ICAO data with the datacollected by the FAA.

8.1 DATA SOURCES.

The main body of data was collected by the manufacturers of the twoengines used on B737 aircraft under separate contracts with the FAA. The FAAalso collected data from the FAA Voluntary Bird Strike/Incident Report (FAAForm 5200-7) and from reports received from FAA field inspectors (see FAAAction Notice A8300.39). A second source of data used in this report is anongoing effort by the ICAO to collect aviation bird strike data. Asignificant number of B737 bird ingestion events were recorded by the ICAOthat were not collected through FAA sources. The additional events wereincluded with the FAA data base for the preparation of this second report.

The engine manufacturers, FAA, and ICAO conducted a census rather than asurvey, i.e., the goal of both studies was to collect information on everyB737 bird ingestion event in the 3-year period. A complete census is nearlyimpossible to achieve under any circumstances; therefore, estimates involvingthe total number of ingestions, such as ingestion rates, should be viewed aslower bounds.

8.2 INTERNAL CONSISTENCY.

The data collected over the third year of the program appear to beconsistent with the data collected in the first 2 years. Most of thetables, graphs and statistical tests presented in this report for the 3-yearperiod are very similar to the corresponding data presented in earlier reports[1,2] for the data collected in the first 2 years. This section providesstatistical verification of the similarities and discusses some of thedifferences.

The first feature for comparing the 3 years is the total number ofaircraft ingestion events collected in each year. Section 4 provided evidencethat aircraft ingestion events occur according to a Poisson process so thatthe proportion of events that were recorded in each year should be equal totLz pro~portion of operations conducted in that year.

The same formulas used in Section 4 can be used here except that thearea factor is no longer required since comparisons are made between years forthe same engine. The formula for the expected proportion of events in year ibecomes:

Pi - Oi / (01 + 02 + 03) (8.1)

87

where Oi (i=1,3) represents the number of operations for the specific engineand geographic location for year i.

The Chi-squared goodness-of-fit test is used instead of a Z test sincethere are more than two years. The Chi-squared test statistic provides ameasure of the closeness of the observed number of events in each year to thenumber that would be expected if the collection rates were the same in eachyear. The expected number of events in year i are given by:

Ei - Pi * N (8.2)

where N is the total number of events for the 3 years. The test statisticis then given by:

3 (X -Ei)2 (8.3)x2 (8.3i-i

where Xi is the observed number of events in year i.

The data for performing the test are presented in Table 8.1 and Table8.2. The number of events and number of operations for each year are brokendown by engine type and geographic location in Table 8.1. The calculated X2

values for the test are given in Table 8.2 for each engine and locationcombination. The Chi-squared test detects any type of change among the 3years and the critical value for a five percent level of significance for aChi-square with two degrees of freedom is 5.99. The only significant changeis in the collection rate for the foreign JT8D data.

The large value of the test statistic for foreign JT8D ingestion ratesis caused by a large number of ingestion events reported in the second year.

The change in collection rates for the JT8D could affect the test forsize effect that was described in Section 4. In the first year report [1]both area and diameter provided adequate adjustments for the differences iningestion rates between the two engines. In the 2-year report [2], areaprovided an adequate adjustment but diameter did not; while in the 3-yearreport diameter provided an adequate adjustment but area did not. The highsecond year collection rate would have an impact on the ingestion rateanalysis so that investigations into the nature of engine size effects shouldbe considered inconclusive.

Another check on the consistency of the data collection is to comparethe birds that were identified in the 3 years. There were too manydifferent species and locations of ingestions to allow comparisons of thesefeatures; however, if the species identifications are reduced to bird weightsthe cumulative weight distributions for the 3 years can be compared.

Table 8.3 provides a table of the cumulative weight distributions foreach of the 3 years for birds ingested in the United States and for birdsingested in foreign c-ourrrles. The data in Table 8.3 are plotted in Figures8.1 and 8.2 to provide visual comparisons of the three yearly bird weightdistributions for United States and foreign ingested birds. The distributionsfor the United States ingestions are moderately close, and the distributionsfor the foreign ingestions are very close.

88

TABLE 8.1

COUNTS FOR UNITED STATES AND FOREIGNAIRCRAFT EVENTS AND AIRCRAFT OPERATIONS BY YEAR AND ENGINE

JT8D CFM56

EVENTS OPERATIONS EVENTS OPERATIONS

YEAR 1UNITED STATES 40 1,160,091 40 353,656FOREIGN 238 1,057,633 63 174,206



TABLE 8.2

CHI-SQUARED TEST STATISTICS

FOR COMPARING ANNUAL INGESTION RATES

UNITEDSTATES FOREIGN

JT8D 2.36 13.74

CFM56 1.56 1.81

89

TABLE 8.3

COMPARISON OF WEIGHT DISTRIBUTIONS BETWEENBIRDS INGESTED IN THE FIRST, SECOND, AND THIRD YEARS

CUMULATIVE PROBABILITY

UNITED STATES FOREIGN

WEIGHT YEAR 1 YEAR 2 YEAR 3 YEAR 1 YEAR 2 YEAR 3(OZ)

4 26.3 50.0 37.0 28.6 14.3 11.4

8 42.1 61.1 41.3 53.6 39.3 38.6

12 47.4 61.1 41.3 67.9 58.9 61.4

16 63.2 77.7 76.1 82.1 64.3 74.3

20 68.4 77.8 78.3 82.1 71.4 78.6

24 68.4 83.3 80.4 89.3 71.4 78.6

28 68.4 88.9 82.6 89.3 73.2 84.3

32 68.4 88.9 82.6 92.9 78.6 87.1

36 68.4 94.4 84.8 92.9 80.4 88.6

40 84.2 100.0 97.8 96.4 89.3 94.3

44 84.2 100.0 100.0 96.4 89.3 94.3

48 84.2 100.0 100.0 100.0 91.1 97.1

56 94.7 100.0 100.0 100.0 92.9 97.1

60 94.7 100.0 100.0 100.0 94.6 97.1

80 94.7 100.0 100.0 100.0 96.4 97.1

88 94.7 100.0 100.0 100.0 98.2 98.6

128 100.0 100.0 100.0 100.0 98.2 98.6

192 100.0 100.0 100.0 100.0 100.0 100.0

90

0I

0

0

0"U)

00

3t.

V4

00

4-4

0

r.e0-C4Scc

0

0 0

0 c; c 0 d 4

,AiniYBO~ Mivnmm y-C~r)

ý4

"4'

LiA

-A

= 44,

C414

00

so ID Ct0; c;

AmISYBdd 3Ay1nnnto

"A0

92-

A statistical measure of the closeness of the cumulative distributionsplotted in Figures 8.1 and 8.2 is provided by a multi-sample extension of theKolmogorov-Smirnov D test, described by Kiefer [14]. The D statistic is themaximum vertical distance between two observed cumulative distributionfunctions while the T statistic described by Kiefer is the maximum verticalscatter among the three observed cumulative distribution functions. Theformula for the T statistic is:

3max x n [S (x) ( (8.4)

where maxx indicates the maximum over x, nj is the sample size in year J,S (x) is the observed cumulative distribution function in year j and S(x) isthe observed cumulative distribution function for all 3 years combined.

The Kiefer goodness-of-fit test shows very good consistency between the3 years for the ingested bird weight distribution. The T statistic forthe U. S. bird ingestions is 0.82 and for the foreign bird ingestions is 0.63which are the twenty-seventh and twelfth percentiles of the null distributionof T. Large values of T indicate differences between the three distributionsand the observed values given above are in the lower half of the likely rangeof T. There is no statistical evidence that the bird weight distributionshave changed over the 3-year period.

The ICAO data seem to be consistent with the data collected by the FAA.The only substantial change from including the ICAO data is an increase in theestimated ingestion rates and probabilities. This is the result of anadditional 392 aircraft ingestion events that were reported by the ICAO. Mostof the additional events occurred during foreign operations.

If the ICAO data were inconsistent with the FAA data, some of thestatistical tosts would hnve shown different conclusions with the combined setof data. None of the concluslonz; in the report changed when the ICAO datawere combined with the FAA data. Specific values of test statistics aredifferent; however, the conclusions remained the same. The ICAO data seem tosupport the patterns in B737 bird ingestion events that are evident in the FAAdata.

The overall quality of the data used in the report seems to be adequate.There is reasonable consistency from year to year with a slightly highercollection rate in the second year. The two sources of data show goodcompatibility so that there should be no bias due to different collectionprocedures. The data used in this report should provide valuable informationabout the bird ingestion hazard.

93

SECTION 9CONCLUSIONS

This section summarizes conclusions based on the 3 years of data for theB737 aircraft.

Bird Descriptions

Gulls, doves, and lapwings are most often ingested.

There is a better species identification rate when the engine isdamaged.

The weight of a bird most likely to be ingested outside the UniteoStates i,; significantly heavier than one most likely to ingestedwithin the United States.

Ingestion Rates

Bird ingestion events are seasonal with the highest rates in thesummer and the lowest in the winter.

Bird ingestion events are much more likely to occur duringdaylight than at night.

Bird ingestion events can be modeled as a Poisson process.

Bird ingestion rates are proportional to the inlet size of theengine.

Airport Experiences

The foreign bird ingestion rate is significantly higher thanthe United States ingestion rate.

Effect of Flight

The probability that a crew action is required increases with theseverity of engine damage.

The effects of flight that occur most often are air turnbacksand aborted takeoffs.

The probability of experi.ncing an involuntary in-flight engineshutdown, given a bird ingestion has occurred, Is approximatelyone-half of one percent.

Engtine Damare

Some types of engine damage are correlated with other types ofdamage.

The majority of engine bird ingestion events result in eitherminor or no engine damage.

94

The probability of any damage increases with the weight of thebird ingested.

The probability of engine damage, given a bird ingestion hasoccurred, is greater when the ingestion occurs during the takeoffand climb phases of flight than those that occur during approachand landing.

The probability of engine damage, given a bird ingestion hasoccurred, is greater when the aircraft airspeed is greater thanor equal to 140 knots than those that occur at less than 140knots.

Engine failure appears more likely to occur when multiple birdsare ingested.

The mean or average weight of the birds that caused enginefailures was significantly heavier than the mean weight forall bird ingestion events.

Engine failure is not necessarily associated exclusively withsevere engine damage.

Engine failure a-pears more likely to occur during the takeoffphase of flight.

Engine failure can be caused by a bird ingestion in any birdweight range.

The majority of engine failures are caused by transverse fanbla6- fractures.

The probability of experiencing an engine failure, given a birdix r-stion has occurred, is approximately 3 percent.

Probabilities of Ingestion

Bird ingestions are more likely during the takeoff and landingphases of an aircraft operation.

The worldwide probability of a bird ingestion as a function ofbird weight for the B737 fleet remains relatively high up to56 ounces.

Data Quality

The overall quality of the bird ingestion data collected by theengine manufacturers for the FAA is adequate for a meaningfulstatistical analysis.

95

SECTION 10REFERENCES

1. Hovey, P., Skinn, D., and Wilson, J., "Study of the Engine BirdIngestion Experience of the Boeing-737 Aircraft (October 1986 -September 1989)," DOT/FAA/CT-90/28, Department of Transportation,Federal Aviation Administration, December 1991.

2. Hovey, P. and Skinn, D., "A Study of the Engine Bird IngestionExperience of the Boeing-737 Aircraft," DOTIFAA/CT-89/16, Departmentof Transportation, Federal Aviation Administration, October 1989.

3. Hovey, P., Skinn, D., and Wilson, J., "Study of the Engine BirdIngestion Experience of the Boeing-737 Aircraft (October 1986 -September 1988)," DOT/FAA/CT-89/29, Department of Transportation,Federal Aviation Administration, May 1990.

4. Frings, C., "A Study of Bird Ingestions into Large High Bypass RatioTurbine Aircraft Engines," DOT/FAA/CT-84/13, Department ofTransportation, Federal Aviation Administration, September 1984.

5. Martino, J. P. and Skinn, Donald A., "Study of Bird Ingestion into SmallInlet Area, Aircraft Turbine Engines (May 1987 through April 1988),"DOT/FAA/CT-89/17, Department of Transportation, Federal AviationAdministration, December 1989.

6. Martino, J. P., Skinn, Donald A., and Wilson, J. J., "Study of BirdIngestion into Small Inlet Area, Aircraft Turbine Engines (May 1987through April 1989)," DOT/FAA/CT-90i13, Department of Transportation,Federal Aviation Administration, October 1990.

7. Berens, A.P., West, B.W., and Turella, M.A., "On a Probabilistic Modelfor Evaluating the Birdstrike Threat to Aircraft Crew Enclosures," UDR-TR-78-124, University of Dayton Research Institute, Dayton, OH, November1978.

8. Skinn, D.A. and Berens, A.P., "Bird Avoidance Model (BAM) Phase IReport: Feasibility Demonstration," UDR-TR-80-122, University of DaytonResearch Institute, Dayton, OH, November 1980.

9. Liliefors, H .J., "On the Kilmogorov-Smirnov Test for the ExponentialDistribution with Mean Unknown," Journal of the American StatisticalAssoc., Vol. 64, March 1969, pp. 387-389.

10. Bertke, R.S. and Hovey, P.W., "Class/Acrylic Coupon Impact Testing,"UDR-TR-82-145, University of Dayton Research Institute, Dayton, OH,November 1982.

11. Cox, D.R., "The Analysis of Binary Data," Department of MathematicsImperial College, Methuen & Co., Ltd., London, England, 1970.

12. Fienberg, S.E., "The Analysis of Cross-Classified Categorical Data,"IBSN 0-262-06063-9, MIT Press, 1977.

96

13. Berens, A.P., Hovey, P.W., Donahue, R.M., and Craport, W.M., "User'sManual for Probability of Detection Software System (PODiSS),"UDR-TR-88-12, University of Dayton Research Institute, Dayton, OH,January 1988.

14. Kiefer, J. "K-Sample Analogues of the Kolmogorov-Smirnov and Cramer-vonMises Tests," Annals of Mathematical Statistics, Vol. 30, 1959, pp. 420-447.

97

SECTION IIGLOSSARY

Term Definition of Term

Aircraft Ingestion Event Simultaneous ingestion of one or more birds intoone or more engines of an aircraft.

Aircraft Operation A nonstop aircraft flight from one airport toanother. (Includes time from taxi-out fromdeparture airport through taxi-in at arrivalairport.)

Airport Operation Takeoff (departure) from an airport or a landing(arrival) at an airport.

Engine Ingestion Event Process whereby one or more birds pass throughthe engine inlet during engine operation.

Engine Operation The participation of each engine of an aircraftin an aircraft operation (e.g., a twin engineaircraft would, ideally, experience two engineoperations for each aircraft operation).

Ingested Bird A bird having experienced the process of engineingestion event.

Ingestion Rate The number of aircraft or engine ingestionevents per flight event. Flight event refers toaircraft, engine or airport operation. Thecomponents of ingestion rate are specified whenused in the report. The influence of engineinlet area is not considered.

Normalized Ingestion Rate Ingestion rate adjusted to a given nominal area.Allows statistical comparison of ingestion ratesof engines with different inlet areas.

98

APPENDIX A

AIRPORTS WITH SCHEDULED BOEING-737 FLIGHTSAND/OR REPORTED BIRD INGESTION EVENTS

This appendix presents information about airports having scheduled OfficialAirline Guide (OAG) operations or aircraft ingestion events during the 3-yeardata collection period. The data are taken from a data base developed by thecontractor. The data base contents are described below:

COLUMN DESCRIPTION OF COLUMN CONTENTS

AIRPORT Airport code.

3-letter ATA code4-letter ICAO code

APTDEF Location of airport.

HEMISPHR Hemisphere in which AIRPORT is located.

N - Northern HemisphereS - Southern Hemisphere

CONUS Indicates whether AIRPORT is located in the United States.

YES - located in contiguous United States (48 states)

NO - not located in the contiguous United States, but inthe United States (Alaska or Hawaii)

FGN - foreign airport

STGFY87 Scheduled OAG airport operations during first year.

INGI Aircraft ingestion events during first year.

STGFY88 Scheduled OAG airport operations during second year.

ING2 Aircraft ingestion events during second year.

STGFY89 Scheduled OAG airport operations during third year.

ING3 Aircraft ingestion events during third year.

STG737 Scheduled OAG airport operations during 3-year period.

INGS Aircraft ingestion events during 3-year period.

A-I

AIRPORT APTDEF HEMISPHR CONUS STGFY87 INGI STGFY88 ING2 STGFY89 ING3 STG737 INGSS---- --------------------------------- ------ ----------------.-------.----.-------.----.------------

AAE ANNABA, ALGERIA N FGN 2393 0 2237 0 2061 0 6691 0

AAY AL GHAYDAH, YEMEN N FGN 210 0 314 0 162 0 686 0

ABE ALLENTOWN, PA, USA N YES 370 0 1573 0 2490 0 4433 0ABJ ABIDJAN, COTE D'IVORE (IVORY COAST) N FGN 1620 0 1806 0 1899 0 5325 0

ABQ ALBUQUERQUE, NM, USA N YES 41942 0 43562 0 44079 1 129583 1ABS ABU SIMBEL, ARAB REP OF EGYPT N FGN 3366 0 5028 0 5496 0 13890 0ABT AL BAHA, SAUDI ARABIA N FGN 1148 0 642 0 626 0 2416 0ABV ABUJA, NIGERIA N FGN 1240 0 1178 0 1160 0 3578 0

ABZ ABERDEEN, SCOTLAND N FGN 1519 0 1636 0 2871 0 6026 0

ACA ACAPULCO, MEXICO N FGN 126 0 322 1 120 0 568 1ACC ACCRA, GHANA N FGN 486 0 0 0 216 0 702 0ACE LANZAROTE, CANARY ISLANDS N FGN 76 0 688 0 1115 0 1879 0ACK NANTUCKET, MA, USA N YES 0 0 7 0 9 0 16 0ACV EUREKA ARCATA, CA, USA N YES 2616 0 739 0 0 0 3355 0ADB IZMIR, TURKEY N FGN 0 0 236 0 426 0 662 0ADD ADDIS ABABA, ETHIOPIA N FGN 148 0 1538 1 1585 0 3271 1ADE ADEN, YEMEN N FGN 1346 0 1022 0 1242 0 3610 0ADK ADAK ISLAND, AS, USA N NO 0 0 16 0 0 0 16 0ADL ADELAIDE, SA, AUSTRALIA S FGN 4738 1 5568 0 9550 0 19856 1ADO KODIAK, AS, USA N NO 2290 0 2500 0 2700 1 7490 1ADZ SAN ANDRES ISLAND, COLOMBIA N FGN 526 0 624 0 700 0 1850 0AEP BUENOS AIRES - NEWBERY, ARGENTINA S FGN 23291 0 22170 1 21296 0 66757 1AES AALESUNO, NORWAY N FGN 8988 0 8364 0 8060 0 25412 0AGA AGADOR, MOROCCO N FGN 601 0 684 0 1164 0 2449 0AGP MALAGA, SPAIN N FGN 2434 0 3226 0 3213 0 8873 0AGR AGRA, INDIA N FGN 1980 1 2074 1 1616 1 5670 3AGS AUGUSTA, GA, USA N YES 1579 0 1881 0 1270 0 4730 0AHB ABHA, SAUDI ARABIA N FGN 2026 0 5425 0 5606 0 13057 0AHU AL HOCEIMA, MOROCCO N FGN 292 0 338 0 346 0 976 0AJA AJACCIO, CORSICA, FRANCE N FGN 59 1 87 0 177 1 323 2AJF JOUF, SAUDI ARABIA N FGN 1128 0 1258 0 1280 0 3666 0AJU ARACAJU, BRAZIL S FGN 1460 0 2592 1 5242 0 9294 1AKL AUCKLAND, NEW ZEALAND S FGN 16985 2 26503 0 26856 1 70344 3AKN KING SALMON, AS, USA N NO 1444 0 1832 0 1956 0 5232 0AKR AKURE, NIGERIA N FGN 238 0 354 0 244 0 836 0ALB ALBANY, NY, USA N YES 4461 2 6510 0 6964 0 17935 2ALC ALICANTE, SPAIN N FGN 148 0 1070 1 1796 1 3014 2ALG ALGIERS, ALGERIA N FGN 14258 1 13443 0 13905 0 41606 1ALY ALEXANDRIA, ARA REP OF EGYPT N FGN 2104 0 1507 0 2123 0 5734 0AMA AMARILLO, TX, USA N YES 12811 0 11122 0 10270 0 34203 0AMD AHMEDABAD, INDIA N FGN 5932 2 6180 4 4964 1 17076 7AMM AMMAN, JORDAN N FGN 2131 0 1859 0 1684 0 5674 0AMS AMSTERDAM, NETHERLANDS N FGN 19047 4 29304 4 41353 6 89704 14ANC ANCHORAGE, AS, USA N NO 18977 0 17295 0 18186 0 54458 0ANF ANTOFAGASTA, CHILE S FGN 1434 0 1635 0 2356 0 5425 0ANI ANIAK, AS, USA N NO 460 0 714 0 1108 0 2282 0ANR ANTWERP, BELGIUM N FGN 540 0 0 0 0 0 540 0ANU ANTIGUA, WEST INDIES N FGN 18 0 0 0 0 0 18 0AOR ALOR SETAR, MALAYSIA N FGN 1886 1 1884 0 2154 0 5924 1APL NAMPULA, MOZAMBIQUE S FGN 1144 0 1156 0 520 0 2820 0APW APIA, WESTERN SAMOA S FGN 858 0 264 0 158 0 1280 0AOI OAISUMAH, SAUDI ARABIA N FGN 494 0 552 0 642 0 1688 0ARD ALOR, INDONESIA N FGN 0 1 0 0 0 0 0 1ARI ARICA, CHILE S FGN 970 0 1308 0 1452 0 3730 0ARN STOCKHOLM ARLANDA, SWEDEN N FGN 7556 0 8439 0 10086 0 26081 0ASM ASMARA, ETHIOPIA N FGN 0 0 769 0 636 0 1405 0ASP ALICE SPRINGS, N.T., AUSTRALIA S FGN 1816 0 3728 0 5198 1 10742 1ASU ASUNCION, PARAGUAY S FGN 498 0 234 0 104 0 836 0ASW ASWAN, ARAB REP OF EGYPT N FGN 4968 0 7042 0 8616 0 20626 0ATH ATHENS, GREECE N FGN 24758 0 25267 0 31341 1 81366 1ATL ATLANTA, GA, USA N YES 42143 0 43773 0 47101 1 133017 1ATM ALTAMIRA, BRAZIL S FGN 416 0 420 0 416 0 1252 0ATQ AMRITSAR, INDIA N FGN 1846 0 1838 0 1460 0 5144 0AUA ARUBA, ARUBA N FGN 50 0 9 0 32 0 91 0AUH ABU DHABI, U. A. EMIRATES N FGN 4023 0 4381 0 4479 0 12883 0AUS AUSTIN, TX, USA N YES 33326 1 31454 2 32211 0 96991 3AUX ARAGUAINA, BRAZIL S FGN 244 0 420 0 582 0 1246 0AVL ASHEVILLE, NC, USA N YES 1298 0 1594 0 2212 0 5104 0AVP WILKES-BARRE/SCRANTON, PA, USA N YES 114 0 555 0 373 0 1042 0AWZ AHWAZ, IRAN N FGN 0 0 0 0 724 0 724 0AXD ALEXANDROUPOLIS, GREECE N FGN 908 0 1028 0 819 0 2755 0AXT AKITA, JAPAN N FGN 591 0 609 0 538 0 1738 0AYT ANTALYA, TURKEY N FGN 52 0 62 0 68 0 182 0AZD YAZD, IRAN N FGN 0 0 522 0 730 0 1252 0AZO KALAMAZOO, MI, USA N YES 2800 0 2802 0 2857 0 8459 0

A-2

AIRPORT APTDEF HEMISPHR CONUS STGFY87 ING1 STGFY88 ING2 STGFY89 ING3 STG737 INGS

AZR ADRAR, ALGERIA N FGN 818 0 718 0 732 0 2268 0BAN BAHRAIN, BAHRAIN N FGN 11933 1 10623 0 10944 0 33500 1BAO BARRANQUILLA, COLOMBIA N FGN 105 0 104 0 104 0 313 0BBI BHUBANESWAR, INDIA N FGN 2086 1 2160 0 2008 0 6254 1BCN BARCELONA, SPAIN N FGN 4166 0 4707 0 7749 0 16622 00DH BANDAR LENGEN, IRAN N FGN 1460 0 1464 0 832 0 3756 0

BDL HARTFORD, CN, USA N YES 15001 0 14757 0 15366 0 45124 0BDQ VADODARA, INDIA N FGN 1925 0 1866 1 1888 0 5679 1BDT BADO LITE, ZAIRE N FGN 208 0 278 0 282 0 768 0BEG BELGRADE, YUGOSLAVIA N FGN 10759 1 13303 1 14455 1 38517 3BEL BELEM, BRAZIL S FGN 5505 0 9161 0 12314 0 26980 0BEN BENGHAZI, LIBYAN A JAMAHIRIYA N FGN 0 0 62 0 444 0 506 0BET BETHEL, AS, USA N NO 3190 0 3238 0 3158 0 9586 0BEW BEIRA, MOZAMBIQUE S FGN 1304 0 1112 0 1094 0 3510 0BFL BAKESFIELD, CA, USA N YES 2742 0 1037 0 0 0 3779 0BFN BLOEMFONTEIN, SOUTH AFRICA S FGN 3954 0 4710 1 5494 6 14158 7BFS BELFAST, N. IRELAND N FGN 1570 0 2915 2 6866 0 11351 2BFX BAFOUSSAM, CAMEROON N FGN 0 0 14 0 0 0 14 0BGF BANGUI, CEN. AFRICAN REPUBLIC N FGN 272 0 340 0 373 0 985 0BGI BARBADOS, BARBADOS N FGN 52 0 52 0 52 0 156 0BGM BINGHANTOM, NY, USA N YES 0 0 130 0 484 0 614 0SGO BERGEN, NORWAY N FGN 12038 0 14288 0 15923 0 42249 0BGR BANGOR, MA, USA N YES 0 0 0 0 204 0 204 0BGW BAGHDAD, IRAO N FGN 0 0 31 0 38 0 69 0BHH BISHA, SAUDI ARABIA N FGN 1740 0 1779 0 1517 0 5036 0BHI BAHIA BLANCA, ARGENTINA S FGN 2162 0 2412 0 2400 3 6974 3BHJ BHUJ, INDIA N FGN 730 0 732 0 730 0 2192 0BHM BIRMINGHAM, AL, USA N YES 6048 2 11193 1 9467 1 26708 4BHO BHOPAL, INDIA N FGN 1828 0 2462 1 1924 1 6214 2BHU BHAVNAGAR, INDIA N FGN 730 0 732 0 538 0 2000 0BHX BIRMINGHAM, ENGLAND (UK) N FGN 2307 1 2630 1 3753 0 8690 2BHZ BELO HORIZONTE, BRAZIL S FGN 0 0 0 0 0 1 0 1BIA BASTIA, CORSICA, FRANCE N FGN 234 0 300 0 200 0 734 0

BIL BILLINGS, MT, USA N YES 7285 0 4583 0 3874 0 15742 0IO BILBAO, SPAIN N FGN 622 0 628 0 677 0 1927 0

BIG BIARRITZ, FRANCE N FGN 52 0 52 0 52 0 156 0BIS BISMARCK, NO, USA N YES 3396 0 3760 0 2746 0 9902 0BJL BANJUL, GAMBIA N FGN 472 0 420 0 420 1 1312 1BJm BWJUMBURA, BURUNDI S FGN 245 0 245 0 384 0 874 0BJR BAHAR DAR, ETHIOPIA N FGN 0 0 572 1 296 0 868 1

SKI KOTA KINABALU, SABAH, MALAYSIA N FGN 8699 0 9134 0 11424 0 29257 0BKK BANGKOK, THAILAND N FGN 7329 0 7596 0 7058 0 21983 0BKO BAMAKO, MALI N FGN 50 0 54 0 82 0 186 0SKY BUKAVU, ZAIRE S FGN 104 0 106 0 72 0 282 0BLI BELLINGHAM, WA, USA N YES 0 0 2 0 237 0 239 0BLL BILLUND, DENMARK N FGN 2177 0 2178 0 2393 0 6748 0BLO BOLOGNA, ITALY N FGN 310 0 374 0 634 0 1318 0BLR BANGALORE, INDIA N FGN 5886 3 8160 2 9204 2 23250 7BME BROOME, W.A., AUSTRALIA S FGN 0 0 0 0 2 0 2 0BNA NASHVILLE, TN, USA N YES 17920 0 22380 1 21447 0 61747 1

BND BANDAR ABBAS, IRAN N FGN 1460 0 1922 0 1354 0 4736 0BNE BRISBANE, OLD, AUSTRALIA S FGN 12830 0 15610 2 21839 0 50279 2BNi BENIN CITY, NIGERIA N FGN 2127 0 1875 0 1666 0 5668 0BNJ BONN, FRG N FGN 0 0 0 0 0 0 0 0BOO BORDEAUX, FRANCE N FGN 688 0 790 0 1016 0 2494 0SON BOURNEMOUTH, ENGLAND, UK N FGN 0 0 0 0 0 1 0 1801 BOISE, ID, USA N YES 5399 0 5655 0 8309 0 19363 08ON BOMBAY, INDIA N FGN 16848 2 15854 2 15490 0 48192 4

BOO BO90, NORWAY N FGN 2868 0 3254 0 3286 0 9408 0BOS BOSTON, MA, USA N YES 30820 0 34903 1 37878 0 103601 1BRC SAN CARLOS DE BARILOCHE, ARGENTINA S FGN 1663 0 1656 0 1176 0 4495 0BRE BREMEN, FED REP OF GERMANY N FGN 4526 0 5729 0 5530 2 15785 2BRS BRISTOL, ENGLAND (UK) N FGN 2 1 0 2 16 0 18 3BRU BRUSSELS, BELGIUM N FGN 31942 2 32748 4 36110 3 100800 9BRW BARROW, AS, USA N NO 1897 0 1960 0 1946 0 5803 0BSB BRASILIA, BRAZIL S FGN 22788 0 30251 0 35278 0 88317 0BSK BISKRA, ALGERIA N FGN 0 0 0 0 96 0 96 0BSL BASEL/MULHOUSE, SWITZERLAND N FGN 554 0 538 0 528 0 1620 0BTM BUTTE, MT, USA N YES 1460 0 1464 0 1454 0 4378 0BTR BATON ROUGE, LA, USA N YES 2944 0 2065 0 1273 0 6282 0BTV BURLINGTON, VT, USA N YES 2544 0 2678 0 6126 0 11348 0BUD BUDAPEST. HUNGARY N FGN 1660 0 1468 1 4764 0 7892 1BUE BUENOS AIRES, ARGENTINA S FGN 0 0 0 1 0 0 0 1

BUF BUFFALO, NY, USA N YES 17704 0 16940 0 14779 0 49423 0BUG BULAWAYO, ZIMBABWE S FGN 1834 0 2870 0 2808 0 7512 0

A-3


BUR BURBANK, CA, USA N YES 11187 0 14262 0 20498 0 45947 0BUX BUNA, ZAIRE N FGN 210 0 208 0 166 0 584 0BUZ BUSHEHR, IRAN N FGN 88 0 24 0 0 0 112 0BVB BOA VISTA, BRAZIL N FGN 1314 0 1426 0 1914 0 4654 0BVH VITHENA, BRAZIL S FGN 0 0 62 0 254 0 316 0BWI BALTIMORE, MD, USA N YES 54435 1 60614 0 71566 0 186615 1BWN BASERI BEGAWAN, BRUNEI DARUSSALAM N FGN 2951 0 2782 0 3248 0 8981 0BXO BISSAU, GUINEA BISSAU N FGN 20 0 80 0 0 0 100 0BZE BELIZE CITY, BELIZE N FGN 3647 0 4416 0 5541 0 13604 0BZN BOZEMAN, MI, USA N YES 5200 0 4588 0 5762 0 15550 0BZR BEZIERS, FRANCE N FGN 0 0 0 0 1 0 1 0BZV BRAZZAVILE, PEOP REP OF CONGO S FGN 1406 0 1321 0 1180 0 3907 0CAB CABINDA, ANGOLA S FGN 1042 0 966 0 730 0 2738 0CAE COLUMBIA, SC, USA N YES 8213 0 8051 0 4297 0 20561 0CAG CAGLIARI, ITALY N FGN 0 0 0 1 0 0 0 1CAI CAIRO, ARAB REP OF EGYPT N FGN 8057 0 8970 0 10132 0 27159 0CAK AKRON/CANTON, OH, USA N YES 2241 0 2582 0 1398 0 6221 0CAN GUANGZHOU, P. R. CHINA N FGN 13955 0 16177 0 14550 0 44682 0CAS CASABLANCA, MOROCCO N FGN 0 0 8 1 8 0 16 1CAY CAYENNE, FRENCH GUIANA N FGN 208 0 367 0 415 0 990 0CBD CAR NICOBAR, INDIA N FGN 40 0 106 0 104 0 250 0CBH BECHAR. ALGERIA N FGN 1455 0 1258 0 1274 0 3987 0CBO CALABAR, NIGERIA N FGN 1935 0 1783 0 1221 0 4939 0CBR CANBERRA, A.C.T, AUTSTRALIA S FGN 5600 1 5064 0 6719 0 17383 1CCJ CALICUT, INDIA N FGN 0 0 174 0 536 0 710 0CCP CONCEPCION, CHILE S FGN 1184 0 1484 0 1444 0 4112 0CCR CONCORD, CA, USA N YES 0 0 0 0 37 0 37 0CCS CARACAS, VENEZUELA N FGN 0 0 52 0 52 0 104 0CCU CALCUTTA, INDIA N FGN 10798 2 11583 1 11041 0 33422 3CDG PARIS DE GAULLE, FRANCE N FGN 25514 1 28834 2 32635 0 86983 3CDV CORDOVA, AS, USA N NO 1514 0 1516 0 1512 0 4542 0CEO WACO KUNGO, ANGOLA S FGN 10 0 4 0 0 0 14 0CFU CORFU, GREECE N FGN 746 0 1152 0 1224 0 3122 0CGB CUIABA HATO GROSSO, BRAZIL S FGN 9184 0 8652 0 8360 0 26196 0CGH SAO PAULO-CONGONHAS, BRAZIL S FGN 1082 0 2410 0 2600 0 6092 0CGK JAKARTA-SOEKARNO, INDONESIA S FGN 626 0 630 0 687 0 1943 0CGN COLOGNE BONN, FRG N FGN 18161 1 19445 0 19597 1 57203 2CGO ZHENGZHOU, P. R. CHINA N FGN 208 0 394 0 341 0 943 0CGP CHITTAGONG, BANGLADESH N FGN 0 0 0 0 80 0 80 0CGO CHANGCHUN, P. R. CHINA N FGN 62 0 70 0 268 0 400 0CGR CAMPO GRANDE, BRAZIL S FGN 6770 0 7800 3 8854 0 23424 3CHA CHATTANOOGA, TN, USA N YES 1618 0 1704 0 984 0 4306 0CHC CHRISTCHURCH, NEW ZEALAND S FGN 17095 7 24202 0 26870 0 68167 7CHM CHIMBOTE, PERU S FGN 0 0 0 0 98 0 98 0CHO CHARLOTTESVILLE, VA, USA N YES 1814 0 808 0 831 0 3453 0CHO CHANIA, CRETE, GREECE N FGN 856 0 793 0 1554 0 3203 0CHS CHARLESTON, SC, USA N YES 7219 0 8528 0 8385 0 24132 0CID CEDAR RAPIDS/IOWA CITY, 10, USA N YES 3800 0 2995 0 3565 1 10360 1CIX CHICLAYO, PERU S FGN 286 0 450 0 800 0 1536 0CJB COIMBATORE, INDIA N FGN 1528 0 1674 2 1460 0 4662 2CJC CALAMA, CHILE S FGN 626 0 420 0 630 0 1676 0CJU CHEJU, REP OF KOREA N FGN 0 0 0 0 1708 1 1708 1CKG CHONGOING, P. R. CHINA N FGN 714 0 787 0 1138 0 2639 0CKS CARAJAS, BRAZIL S FGN 417 0 417 0 188 0 1022 0CKY CONAKRY, GUINEA N FGN 550 0 707 0 947 0 2204 0CLE CLEVELAND, OH, USA N YES 24028 1 40166 1 55625 1 119819 3CLT CHARLOTTE, NC, USA N YES 95251 2 113302 1 122448 0 331001 3CMB COLOMBO, SRI LANKA N FGN 3021 0 3078 0 3254 1 9353 1CMG CORUMBA, MATO GROSSO, BRAZIL S FGN 1460 1 1464 0 1068 0 3992 1CMH COLUMBUS, OH, USA N YES 8004 0 9329 0 9980 0 27313 0CMI CHAMPAIGN, IL, USA N YES 2186 0 2195 0 2188 0 6569 0CNN MOHAMEDV, CASABLANCA, MOROCCO N FGN 4767 0 6241 0 6621 0 17629 0CND CONSTANTO, ROMANIA N FGN 0 0 0 0 0 0 0 0CNF BELO HORIZONTE-CONFINS, BRAZIL S FGN 19683 0 19554 0 17047 0 56284 0CNO CORRIENTES, ARGENTINA S FGN 1100 0 544 0 312 0 1956 0CNS CAIRNS, OLD, AUSTRALIA S FGN 4850 1 6049 0 7815 0 18714 1CNX CHIANG MAI, THAILAND N FGN 728 0 435 0 18 0 1181 0COK( COCHIN, INDIA N FGN 5457 1 4646 2 4380 0 14483 3COO COTONOU, BENIN N FGN 1120 0 1038 0 838 0 2996 0COR CORDOBA, ARGENTINA S FGN 6772 0 6194 1 5551 0 18517 1COS COLORADO SPRINGS, CO, USA N YES 8004 0 8313 1 10804 0 27121 1CPH COPENHAGEN, DENMARK N FGN 11419 1 14184 0 15634 1 41237 2CPO CUPIATO, CHILE S FGN 0 0 320 0 632 0 952 0CPO CAMPINAS, BRAZIL S FGN 1056 0 1207 0 889 0 3152 0CPR CASPER, WY, USA N YES 4230 0 2902 0 2170 0 9302 0

A-4


CPT CAPE TOWN, SOUTH AFRICA S FGN 8545 1 10490 0 11738 2 30773 3CPV CAMPINA GRANDE, BRAZIL S FGN 626 0 628 0 624 0 1878 0CRD COMODORO RIVADAVIA, ARGENTINA S FGN 2553 0 2041 0 1509 0 6103 0CRP CORPUS CHRISTI, TX, USA N YES 5584 0 5292 0 5290 1 16166 1CRW CHARLESTON, WV, USA N YES 4478 0 5070 1 2915 0 12463 1CTA CATANIA, ITALY N FGN 252 0 665 0 838 0 1755 0CTC CATAMARCA, ARGENTINA S FGN 778 0 782 1 730 0 2290 1CTG CARTAGENA, COLOMBIA N FGN 105 0 104 0 104 0 313 0CTS SAPPORO-CHITOSE, JAPAN N FGN 1398 0 2908 0 2784 0 7090 0CTU CHENGDU, P.R. CHINA N FGN 2138 1 1728 0 2749 1 6615 2CUN CANCUM, MEXICO N FGN 634 0 1212 0 602 0 2448 0CUR CURACAO, NETH ANTILLES N FGN 20 0 0 0 0 0 20 0CUT CUTRAL-CO, ARGENTINA S FGN 0 0 18 0 0 0 18 0CVG CINCINNATI, OH, USA N YES 14496 0 18777 0 16460 0 49733 0CVT COVENTRY, ENG, UK N FGN 0 0 0 0 42 0 42 0CWB CURITIBA, PARANA, BRAZIL S FGN 6532 0 8720 0 10110 2 25362 2CWL CARDIFF, WALES, UK N FGN 0 0 0 1 0 0 0 1CXI CHRISTMAS ISLAND, REP OF KIRIBATI N FGN 106 0 104 0 104 0 314 0CYI CHIAYI, TAIWAN N FGN 730 0 732 0 730 0 2192 0CZL CONSTANTINE, ALGERIA N FGN 3352 0 3129 0 3101 0 9582 0CZS CRUZEIRO DO SUL, ACRE, BRAZIL S FGN 344 0 436 0 454 0 1234 0CZX CHANGZHOU, P. R. CHINA N FGN 208 0 227 0 224 0 659 0DAB DAYTONA BEACH, FL, USA N YES 3532 1 4032 0 2840 1 10404 2DAC DHAKA, BANGLADESH N FGN 934 0 734 0 789 0 2457 0DAL LOVE DALLS/FT. WORTH, TX, USA N YES 75124 4 76295 3 76191 3 227610 10DAM DAMASCUS, SYRIA N FGN 523 0 883 0 905 0 2311 0OAR DAR ES SALAAM, TANZANIA S FGN 3407 0 2968 0 2961 0 9336 0DAY DAYTON, OH, USA N YES 37652 1 43020 2 48201 1 128873 4DBV DUBROVNIK, YUGOSLAVIA N FGN 1806 0 2366 0 2730 0 6902 0DCA NATIONAL, WASHINGTON, DC, USA N YES 22108 0 26412 0 30911 1 79431 1DEC DECATUR, IL, USA N YES 0 0 0 0 0 0 0 0DEL DELHI, INDIA N FGN 15987 0 16401 3 17645 2 50033 5DEN STAPLETON INT'L, DENVER, CO, USA N YES 112673 2 113634 2 106309 0 332616 4DET DETROIT CITY, MI, USA N YES 0 0 2064 0 10902 1 12966 1DEU SOMEWHERE OVER GERMANY N FGN 0 0 0 1 0 0 0 1DFW DALLAS/FT WORTH, TX, USA N YES 51130 1 48254 1 53615 0 152999 2DHA DHAHRAN, SAUDI ARABIA N FGN 7902 0 6474 0 6302 0 20678 0DIB DIBRUGARH, INDIA N FGN 816 0 864 0 852 0 2532 0DIE ANTSIRANANA, MADAGASCAR S FGN 610 0 610 0 576 0 1796 0DIR DIRE DAWA, ETHIOPIA N FGN 38 0 628 0 1100 0 1766 0DJE DJERBA, TUNISIA N FGN 547 0 267 0 303 0 1117 0DJG DJANET, ALGERIA N FGN 466 0 532 0 564 0 1562 0DKR DAKAR, SENEGAL N FGN 467 0 580 0 653 0 1700 0DLA DOUALA, REP OF CAMEROON N FGN 5262 0 4691 0 4654 0 14607 0DLC DALIAN, P. R. CHINA N FGN 0 0 44 0 130 0 174 0DLG DILLINGHAM, AS, USA N NO 1444 0 1622 0 1660 0 4726 0DLH DULUTH, MN, USA N YES 0 0 0 0 0 1 0 1OMU DIMAPUR, INDIA N FGN 0 0 0 0 326 0 326 0DO0 DODOMA, TANZANIA S FGN 16 0 0 0 0 0 16 0DOH DOHA, QATAR N FGN 8859 0 9310 0 9325 0 27494 0DPS DENPASAR, INDONESIA S FGN 104 0 104 0 106 0 314 0DRO DURANGO, CO, USA N YES 2233 0 1462 0 1442 0 5137 0DRW DARWIN, N.T., AUSTRALIA S FGN 1107 0 2092 0 2513 0 5712 0DSM DES MOINES, 10, USA N YES 7748 0 9329 0 7785 0 24862 0DTW WAYNE CO, DETROIT, MI, USA N YES 16765 0 24028 0 21130 1 61923 1DUB DUBLIN, REPUBLIC OF IRELAND N FGN 19308 1 23823 1 28519 1 71650 3DUD DUNEDIN, NEW ZEALAND S FGN 4145 0 4379 1 5890 0 14414 1DUR DURBAN, SOUTH AFRICA S FGN 6925 2 7739 2 9624 1 24288 5DUS DUESSELDORF, FRG N FGN 30119 2 32964 5 33450 6 96533 13OUT DUTCH HARBOR, AS, USA N NO 828 0 1116 0 1432 0 3376 0DXB DUBAI, U. A. EMIRATES N FGN 3134 0 2234 0 2719 0 8087 0EAM NEJRAN, SAUDI ARABIA N FGN 2392 0 2412 0 2552 1 7356 1EBB ENTEBBE KAMPALA, UGANDA N FGN 39 0 167 0 459 0 665 0EBD EL OBEID, SUDAN N FGN 632 0 968 0 512 0 2112 0EBJ ESBJERG, DENMARK N FGN 482 0 284 0 156 0 922 0EDI EDINBURGH, SCOTLAND N FGN 1040 0 1988 0 7123 1 10151 1EFL KEFALONIA, GREECE N FGN 780 0 786 0 776 0 2342 0EJH WEDJH, SAUDI ARABIA N FGN 784 0 736 0 730 0 2250 0ELF EL FASHER, SUDAN N FGN 0 0 8 0 164 0 172 0ELG EL GOLEA, ALGERIA N FGN 416 0 416 0 416 0 1248 0ELM ELMIRA, NY, USA N YES 0 0 260 0 0 0 260 0ELP EL PASO, TX, USA N YES 38902 0 39117 0 41757 0 119776 0ELO GASSIM, SAUDI ARABIA N FGN 4652 0 4072 0 3224 0 11948 0ELS EAST LONDON, SOUTH AFRICA S FGN 9987 3 11104 0 10476 2 31567 5ELU EL OUED, ALGERIA N FGN 288 0 312 0 426 0 1026 0

A-5

AIRPORT APTDEF HEMISPHR CONUS STGFY87 INGI STGFY88 ING2 STGFY89 ING3 STG737 INGS

EMA EAST MIDLANDS, ENGLAND N FGN 291 0 269 0 322 2 882 2ENU ENUGU, NIGERIA N FGN 3138 0 2980 0 2199 0 8317 0EOS ESQUEL, ARGENTINA S FGN 1116 0 1066 0 850 0 3032 0ER! ERIE, PA, USA N YES 1772 0 1618 0 1535 0 4925 0ESB ANKARA-ESENBOGA, TURKEY N FGN 0 0 695 0 1329 0 2024 0ESR EL SALVADOR, CHILE S FGN 836 0 772 0 728 0 2336 0ETH ELAT, ISRAEL N FGN 4 0 14 0 2 0 20 0EUG EUGENE, OR, USA N YES 3493 0 2908 0 5201 0 11602 0EUN LAAYOUNE, MOROCCO N FGN 244 0 503 0 317 0 1064 0EVE EVENES, NORWAY N FGN 1520 0 1874 0 1778 0 5172 0EVV EVANSVILLE, IN, USA N YES 2468 0 2519 0 1898 0 6885 0EWR NEWARK, NEW YORK, NY, USA N YES 78323 1 85323 2 83555 1 247201 4EZE BUENOS AIRES-EZEIZA ARPT, ARGENTINA S FGN 424 1 838 0 1483 0 2745 1FAE FAROE ISLANDS, DENMARK N FGN 756 0 837 0 752 0 2345 0FA! FAIRBANKS, AS, USA N NO 3674 0 3816 0 3756 0 11246 0FAO FARO, PORTUGAL N FGN 1069 0 1712 1 1300 0 4081 1FAR FARGO, ND, USA N YES 1561 0 383 0 445 0 2389 0FAT FRESNO, CA, USA N YES 9993 1 6833 1 4983 0 21809 2FAY FAYETTEVILLE, NC, USA N YES 3260 0 3643 0 2786 0 9689 0FBM LUBUMBASHI, ZAIRE S FGN 262 0 378 0 444 0 1084 0FBU FORNEBU, OSLO, NORWAY N FGN 11420 0 29599 0 33347 0 74366 0FCA KALISPELL GLACIER NAT'L OK, MT, USA N YES 1460 0 1460 0 1067 0 3987 0FCO DA VINCI, ROME, ITALY N FGN 4538 0 6614 1 8484 1 19636 2FEZ FEZ, MOROCCO N FGN 146 0 408 0 640 0 1194 0FIN KINSHASA, ZAIRE S FGN 2324 0 2776 0 2920 0 8020 0FJR AL FUJAIRAH, U.A.E. N FGN 0 0 208 0 225 0 433 0FKI KISANGANI, ZAIRE N FGN 1170 0 1596 0 1388 0 4154 0FLL FT LAUDERDALE, FL, USA N YES 12566 1 12687 0 17037 0 42290 1FLN FLORIANOPOLIS, BRAZIL S FGN 4180 0 5040 0 3909 0 13129 0FMA FORMOSA, ARGENTINA S FGN 682 0 696 1 648 0 2026 1FMI KALEMIE, ZAIRE S FGN 524 0 440 0 414 0 1378 0FMO MUENSTER, GERMANY N FGN 0 0 0 0 69 0 69 0FNA FREETOWN, SIERRA LEONE N FGN 112 0 0 0 0 0 112 0FNC FUNCHAL - MADEIRA, PORTUGAL N FGN 3737 1 4944 0 6276 1 14957 2FNT FLINT, MI, USA N YES 2186 0 2300 0 2923 1 7409 1FOC FUZHOU, P. R. CHINA N FGN 534 0 1116 0 1082 0 2732 0FOE FORBES, TOPEKA, KA, USA N YES 1407 0 62 0 0 0 1469 0FOR FORTALEZA, CEARA, BRAZIL S FGN 4798 0 6068 0 8582 0 19448 0FPO FREEPORT, BAHAMAS N FGN 2666 0 5156 0 4876 0 12698 0FRA FRANKFURT, FRG N FGN 52274 8 56256 2 64168 6 172698 16FRL FORLI, ITALY N FGN 0 0 0 0 2 0 2 0FSD SIOUX FALLS, SD, USA N YES 6410 0 2897 0 5603 0 14910 0FTU FT DAUPHIN, MADAGASCAR S FGN 332 0 328 0 330 0 990 0FUE FUERTEVENTURA, CANARY IS. N FGN 0 0 216 0 228 0 444 0FUK FUKUOKA, JAPAN N FGN 730 0 410 0 62 0 1202 0FWA FT WAYNE, IN, USA N YES 2580 0 2344 0 2444 0 7368 0GAJ YAMAGATA, HONSHU, JAPAN N FGN 1154 0 1426 1 1330 0 3910 1GAL GALENA, AS, USA N NO 0 0 270 0 182 0 452 0GAU GAUHATI, INDIA N FGN 3934 1 5832 0 6143 0 15909 1GBE GABORONE, BOTSWANA S FGN 527 0 500 0 246 0 1273 0GCI GUERNSEY, CHANNEL IS, UK N FGN 0 0 0 0 40 0 40 0GDL GUADALAJARA, MEXICO N FGN 0 0 38 0 92 0 130 0GEG SPOKANE, WA, USA N YES 8549 0 5588 0 6999 0 21136 0GEO GEORGETOWN, GUYANA N FGN 0 0 8 0 28 0 36 0GHA GHARDAIA, ALGERIA N FGN 1014 0 858 0 1032 0 2904 0GHB GOVERNORS HARBOUR, BAHAMAS N FGN 36 0 0 1 0 0 36 1GNU GUALEGUAYCHU, ARGENTINA S FGN 0 1 0 0 0 0 0 1GIB GIBRALTAR, GIBRALTAR N FGN 1788 0 2904 0 3440 0 8132 0GIG RIO DE JANEIRO INT'L, BRAZIL S FGN 27048 0 33116 1 34612 1 94776 2GIZ GIZAN, SAUDI ARABIA N FGN 5781 0 6019 0 6070 0 17870 0GJT GRAND JUNCTION, CO, USA N YES 2416 0 3572 0 2962 0 8950 0GLA GLASGLOW, SCOTLAND N FGN 687 0 1605 0 5763 0 8055 0GMA GEMENA, ZAIRE N FGN 312 0 332 0 252 0 896 0GOA GENOA, ITALY N FGN 292 1 267 0 1064 0 1623 1GOI GOA, INDIA N FGN 1798 0 1554 0 1982 1 5334 1GOM GOMA, ZAIRE S FGN 104 0 446 0 554 0 1104 0GOP GORAKHPUR, INDIA N FGN 486 0 328 0 404 0 1218 0GOT GOTHENBURG, SWEDEN N FGN 3846 0 4517 2 5431 0 13794 2GOU GAROUA, REP OF CAMEROON N FGN 1954 0 1822 0 1338 0 5114 0GOV GOVE, N.T., AUSTRALIA S FGN 314 0 600 0 624 0 1538 0GRB GREEN BAY, WI, USA N YES 605 0 0 0 0 0 605 0GRJ GEORGE, SOUTH AFRICA S FGN 2178 0 2262 0 2253 0 6693 0GRR GRAND RAPIDS, Mi, USA N YES 4831 0 3497 0 4465 0 12793 0GRU SAO PAULO-GUARULMOS, BRAZIL S FGN 41061 0 45163 0 47825 0 134049 0GRZ GRAZ, AUSTRIA N FGN 619 1 304 0 562 1 1485 2

A-6

AIRPORT APTDEF HEMISPHR COMUS STGFY87 ING1 STGFY88 ING2 STGFY89 ING3 STG737 INGSS------------------------------------------- ----------------.-------.----.-------.----.------------

GSO GREENSBORO/HPT/WIN-SALEM, NC, USA N YES 18586 0 14989 0 15677 0 49252 0GSP GREENVILLE/SPARTANBURG, SC, USA N YES 1508 0 2324 0 2292 1 6124 1GTF GREAT FALLS, MT, USA N YES 4356 0 3398 0 2992 0 10746 0GUA GUATELMALA CITY, GUATEMALA N FGN 1667 0 2848 0 3522 0 8037 0GUM GUAM, GUAM N FGN 289 0 366 0 145 0 800 0GVA GENEVA, SWITZERLAND N FGN 10594 0 10520 1 11863 0 32977 1GWL GWALIOR, INDIZ N FGN 1460 0 1422 1 1460 0 4342 1GUT GALWAY, IRELAND N FGN 130 0 136 0 8 0 274 0GXF SEIYUN, YEMEN N FGN 26 0 0 0 0 0 26 0GXG NEGAGE, ANGOLA S FGN 382 0 314 0 0 0 696 0GYE GUAYAOUIL,ECUADOR S FGN 1609 0 0 0 0 0 1609 0GYM GOIANIA, BRAZIL S FGN 7891 0 8638 0 10582 0 27111 0HAC HACHIJO, JIMA ISLAND, JAPAN N FGN 834 1 1396 0 842 0 3072 1HAH MORONI-HAHAYA, COMOROS S FGN 266 0 343 0 222 0 831 0HAJ HANOVER, FED REP OF GERMANY N FGN 8844 0 9804 1 8722 0 27370 1HAK HAIKOU, P. R. CHINA N FGN 770 0 1508 0 1270 0 3548 0HAM HAMBURG, FRG N FGN 25535 2 27695 3 27741 4 80971 9HAN HANOI, SOC REP OF VIETNAM N FGN 152 0 158 0 242 0 552 0HAS HAIL, SAUDI ARABIA N FGN 3642 0 2720 0 2568 0 8930 0HBA HOBART, TASMANIA, AUSTRALIA S FGN 3785 0 4822 0 5322 0 13929 0HBT HAFR ALBAPIN, SAUDI ARABIA N FGN 140 0 228 0 208 0 576 0HDN STEAMBOAT SPRINGS, CO, USA N YES 0 0 0 0 88 0 88 0HDY HAT YAI, THAILAND N FGN 3094 0 2434 0 2706 0 8234 0HEL HELSINKI, FINLAND N FGN 2797 0 3382 0 4373 0 10552 0HER HERAKLION, GREECE N FGN 1780 0 2406 0 2312 0 6498 0HGH HANGZHOU, P. R. CHINA N FGN 1390 0 1619 0 1610 0 4619 0HIp HONIARA, GUADALCANAL, SOLOMON IS. S FGN 436 0 648 0 672 0 1756 0HJR HIROSHIMA, JAPAN N FGN 1460 0 1464 0 1460 0 4384 0HKD HAKOCATE, JAPAN N FGN 1030 0 566 0 416 0 2012 0HKG HONG KONG, HONG KONG N FGN 2792 0 6018 0 7074 0 15884 0HKT PHUKET, THAILAND N FGN 1932 0 2110 0 2290 0 6332 0HLN HELENA, MT, USA N YES 2046 0 2188 0 1800 0 6034 0HLZ HAMILTON, NEW ZEALAND S FGN 627 0 727 0 1151 0 2505 0HME HASSI MESSAOUD, ALGERIA N FGN 256 0 118 0 268 0 642 0HND TOKYO-HANEDA, JAPAN N FGN 14398 0 12095 0 9997 1 36490 1HNL HONOLULU, OAHU, HA, USA N NO 51139 0 51563 0 58525 0 161227 0HNM HANA, MAUI, HA, USA N NO 0 0 0 0 0 1 0 1HOD HOOEIDAH, YEMEN N FGN 86 0 0 0 0 0 86 0HOF HOFUF, SAUDI ARABIA N FGN 992 0 960 0 854 0 2806 0NOR HORTA FAIAL ISLAND, PORTUGAL N FGN 92 0 144 0 188 0 424 0HOU HOUSTON, TX, USA N YES 71429 3 81688 4 86754 2 239871 9HPN WHITE PLAINS, NY, USA N YES 2159 0 2049 0 1990 0 6198 0HRB HARBIN, MANCHURIA, P. R. CHINA N FGN 210 0 147 0 204 0 561 0HRE HARARE, ZIMBABWE S FGN 3314 0 5238 0 5347 0 13899 0HRG HORGHADA, ARAB REP OF EGYPT N FGN 760 0 732 0 1024 0 2516 0HRL HARLINGEN, TX, USA N YES 7446 1 7653 0 7583 0 22682 1HSV HUNTSVILLE/DECATUR, AL, USA N YES 1817 0 1972 0 3316 0 7105 0HTI HAMILTON ISLAND, OLD, AUSTRALIA S FGN 1351 0 1648 0 1748 0 4747 0HTS HUNTINGTON, WV, USA N YES 1152 0 1174 0 538 0 2864 0HUN HUALIEN, TAIWAN N FGN 6508 0 7264 0 8030 0 21802 0HYD HYDERABAD, INDIA N FGN 2103 1 2214 5 2265 1 6582 7

lAD DULLES INT'L, WASHINGTON, DC, USA N YES 84839 1 52922 1 50660 0 188421 2IAN HOUSTON INTERCONT, TX, USA N YES 35485 0 46187 1 42713 0 124385 1IAM IN AMENAS, ALGERIA N FGN 408 0 420 0 506 0 1334 0IBA IBADAN, NIGERIA N FGN 1382 0 706 0 484 0 2572 01BZ IBIZA, SPAIN N FGN 124 1 220 0 294 1 638 2ICT WICHITA, KA, USA N YES 10698 0 6225 0 6858 0 23781 0IDA IDAHO FALLS, ID, USA N vEs 2190 0 2756 0 2714 0 7660 0IDR INDORE, INDIA N FGN 1460 0 1426 0 1460 0 4346 0IEV KIEV, USSR N FGN 0 0 32 0 8 0 40 0IFN ISFAHAN, IRAN N FGN 2256 0 2874 0 2728 0 7858 0IGL IZMIR-CIGLI, TURKEY N FGN 26 0 22 0 0 0 48 0IGR IGUAZU, ARGENTINA S FGN 986 0 784 0 522 0 2292 0IGU IGUASSU FALLS, BRAZIL S FGN 1776 0 2764 0 3510 0 8050 0ILG PHILADELPHIA-WILMINGTON, PA, USA N YES 440 0 0 0 0 0 440 0ILM WILMINGTON, NC, USA N YES 6254 0 5363 0 4298 0 15915 0ILR ILORIN, NIGERIA N FGN 1568 0 1884 0 737 0 4189 0IMF IMPHAL, INDIA N FGN 1460 0 1464 0 1460 0 4384 0

IMP IMPERATRIZ, BRAZIL S FGN 1186 0 1464 0 1456 0 4106 0

IND INDIANAPOLIS, IN, USA N YES 12290 0 19730 0 25796 0 57816 0IMI NIS, YUGOSLAVIA N FGN 57 0 0 0 106 0 163 0INU NAURU, REP OF NAURU S FGN 889 0 906 1 430 0 2225 1INZ IN SALAH, ALGERIA N FGN 586 0 504 0 606 0 1696 0IDA IOANNINA, GREECE N FGN 1354 0 1200 0 1200 0 3754 0lOS ILHEUS, BRAZIL S FGN 2920 0 2928 0 2954 0 8802 0

A-7


IQO IQUIQUE, CHILE S FGN 1460 0 1674 0 1868 0 5002 0IQT IQUTOS, PERU S FGN 210 0 304 0 844 0 1358 0IRJ LA RIOJA, ARGENTINA S FGN 860 0 768 0 736 0 2364 0IRP ISIRO, ZAIRE N FGN 104 0 156 0 210 0 470 0ISA MOUNT ISA, QLD, AUSTRALIA S FGN 546 0 1262 1 1660 0 3468 1[SB ISLANABAD RAWALPINDI, PAKISTAN N FGN 3663 0 4673 0 4868 0 13204 0ISG ISHIGAKI, JAPAN N FGN 6936 1 7473 4 6358 0 20767 5ISO KINSTON, NC, USA N YES 2024 0 1464 0 495 0 3983 0ISP LONG ISLAND MACARTHUR, NY, USA N YES 5816 0 3036 0 3539 1 12391 1IST ISTANBUL, TURKEY N FGN 2551 0 2343 0 3213 0 8107 0ITH ITHICA, NY, USA N YES 182 0 2 0 151 0 335 0ITO HILO HAWAII, HA, USA N NO 8568 1 9273 2 9946 0 27787 3IUE NIUE ISLAND, NIUE S FGN 127 0 72 0 26 0 225 0IVC INVERCARGILL, NEW ZEALAND S FGN 2069 0 2076 1 2096 0 6241 1IXA AGARTALA, INDIA N FGN 1976 0 2720 0 2593 0 7289 0IXB BAGDOGRA, INDIA N FGN 2366 1 2196 0 2190 0 6752 1IXC CHANDIGAR, INDIA N FGN 1460 0 1464 1 1426 1 4350 2IXD ALLAHABAD, INDIA N FGN 392 0 500 0 1042 0 1934 0IXE MANGALORE, INDIA N FGN 2370 0 2168 1 1878 0 6416 1IXJ JAM4MU, INDIA N FGN 1650 0 1576 1 1546 1 4772 2IXL LEH, INDIA N FGN 574 0 916 0 938 0 2428 0IXM MADURAI, INDIA N FGN 1200 0 1142 0 1344 0 3686 0IXR RANCHI, INDIA N FGN 1460 0 1464 1 1460 0 4384 1IXS SILOHAR, INDIA N FGN 1748 0 1832 0 1772 0 5352 0IXU AURANGABAD, INDIA N FGN 1820 0 1464 1 1460 0 4744 1IXV ALONG, INDIA N FGN 0 0 0 1 0 0 0 1IXZ PORT BLAIR ANDAMAN ISLAND, INDIA N FGN 706 0 928 0 994 0 2628 0JAC JACKSON, WY, USA N YES 2325 0 2179 0 2342 0 6846 aJAI JAIPUR, INDIA N FGN 4068 2 4876 2 3736 0 12680 4JAN JACKSON, MS, USA N YES 3392 0 3085 0 2959 0 9436 0JAX JACKSONVILLE, FL, USA N YES 10211 0 13077 0 15242 1 38530 1JDH JOOHPUR, INDIA N FGN 2920 0 2928 0 2816 1 8664 1JDO JUAZEIRO 00 NORTE CEARAH, BRAZIL S FGN 626 0 628 0 624 0 1878 0JED JEDDAH, SAUDI ARABIA N FGN 19745 0 20292 0 19897 0 59934 0JER JERSEY CHANNEL ISLANDS, UK N FGN 1263 0 1112 0 3011 0 5386 0JFK KENNEDY, NEW YORK, NY, USA N YES 13217 0 8785 0 8874 0 30876 0JGA JAMNAGAR, INDIA N FGN 730 0 732 0 730 0 2192 0JHB JOHOR BAHRU, MALAYSIA N FGN 4018 0 4164 0 4690 0 12872 0JIB DJIBOUTI, DJIBOUTI N FGN 508 0 686 0 868 0 2062 0JKH CHIOS, GREECE N FGN 1858 0 1720 0 1768 0 5346 0JNB JOHANNESBURG, SOUTH AFRICA S FGN 13746 2 15620 0 18693 1 48059 3JNU JUNEAU, AS, USA N NO 2255 0 2684 0 2686 0 7625 0JOI JOINVILLE, BRAZIL S FGN 626 0 628 0 624 0 1878 0JOS JOS, NIGERIA N FGN 2596 0 2022 0 1643 0 6261 0JPA JOAO PESSOA, BRAZIL S FGN 1460 0 1832 0 4074 0 7366 0JRH JORMAT, INDIA N FGN 694 2 732 0 730 0 2156 2JRO KILIMANJARO, TANZANIA S FGN 1667 0 1568 0 1405 0 4640 0JSI SKIATHOS, GREECE N FGN 412 0 342 0 448 0 1202 0JTR SANTORINI, THIRA ISLAND, GREECE N FGN 1126 0 884 0 1480 0 3490 0JUB JUBA, SUDAN N FGN 38 0 0 0 0 0 38 0JUd JUJUY, ARGENTINA S FGN 600 0 226 0 26 0 852 0KAD KADUNA, NIGERIA N FGN 3896 0 3639 0 2650 0 10185 0KAN KANO, NIGERIA N FGN 700 0 708 0 765 0 2173 0KBL KABUL, AFGHANISTAN N FGN 208 0 208 0 78 0 494 0KBR KOTA BHARU, MALAYSIA N FGN 3024 0 3034 0 3091 0 9149 0KCH KUCHING, SARAWAK, MALAYSIA N FGN 5337 1 5482 0 6265 0 17084 1KCZ KOCHI, JAPAN N FGN 1522 0 816 0 170 0 2508 0KDU SKARDU, PAKISTAN N FGN 190 0 688 0 730 0 1608 0KEF REYKJAVIK-KEFLAVIK, ICELAND N FGN 561 0 936 0 992 1 2489 1KER KERMAN, IRAN N FGN 532 0 52 0 0 0 584 0KGA KANANGA, ZAIRE S FGN 420 0 366 0 490 0 1276 0KGL KIGALI, RWANDA S FGN 22 0 22 0 208 0 252 0KGS KOS, GREECE N FGN 550 1 566 0 894 0 2010 1KHH KAOHSIUNG, TAIWAN N FGN 14596 2 18764 0 20170 0 53530 2KHI KARACHI, PAKISTAN N FGN 7384 2 9030 0 8710 1 25124 3KHN NANCHANG KIANGSI, P. R. CHINA N FGN 228 0 190 0 52 0 470 0KIJ NIIGATA, JAPAN N FGN 2190 0 2224 0 2162 0 6576 0KIM KIMBERLEY, SOUTH AFRICA S FGN 3888 0 4182 0 4789 3 12859 3KIN KINGSTON, JAMAICA N FGN 338 0 88 0 208 0 634 0KKC KNON KAEN, THAILAND N FGN 2264 0 1942 0 1668 0 5874 0KLX KALAMATA, GREECE N FGN 782 0 742 0 730 0 2254 0KMG KUNMING, P.R. CHINA N FGN 2448 1 2577 0 3683 0 8708 1KMI MIYAZAKI, JAPAN N FGN 4686 0 3536 0 3474 0 11696 0KMJ KiMAMOTO, JAPAN N FGN 0 0 74 0 42 0 116 0KMP KEETMANSHOOP, NAMIBIA S FGN 174 0 0 0 0 0 174 0

A-8


KNQ KOMATSU, JAPAN N FGN 730 0 828 0 702 0 2260 0KNX KHAMIS MUSHAIT, SAUDI ARABIA N FGN 0 0 0 0 322 0 322 0KND KINDU, ZAIRE S FGN 480 0 622 0 522 0 1624 0KNN KANKAN, GUINEA N FGN 0 0 100 0 92 0 192 0KNU KANPUR, INDIA N FGN 1372 0 1578 0 1068 0 4018 0KOA KONA, HA, USA N NO 11308 0 11047 1 13819 0 36174 1KOJ KAGOSHIMA, JAPAN N FGN 843 0 1913 2 1095 0 3851 2KRN KIRUNA, SWEDEN N FGN 0 0 18 0 0 0 18 0KRP KARUP, DENMARK N FGN 0 0 0 0 72 0 72 0KRS KRISTIANSAND, NORWAY N FGN 7646 0 7990 0 7912 0 23548 0KRT KHARTOUM, SUOAN N FGN 1921 0 2623 1 1945 0 6489 1KSA KOSRAE, CAROLINE ISLANDS N FGN 10 0 132 0 104 0 246 0KSD KARLSTAD, SWEDEN N FGN 0 0 0 0 52 0 52 0KSH BAKHTARAN, IRAN N FGN 0 0 0 0 144 0 144 0KSM ST MARY'S, AS, USA N NO 420 0 562 0 722 0 1704 0KST KOSTI, SUDAN N FGN 0 1 0 0 0 0 0 1KSU KRISTIANSUND, NORWAY N FGN 2128 0 2024 0 2106 0 6258 0KTM KATHMANDU, NEPAL N FGN 2240 0 2200 1 2195 0 6635 1KTN KETCHIKAN, AS, USA N NO 1460 0 1464 0 1460 0 4384 0KUA KUANTAN, MALAYSIA N FGN 426 0 420 0 676 0 1522 0KUH KUSHIRO, JAPAN N FGN 1336 0 926 0 552 0 2814 0KUL KUALA LUMPUR, MALAYSIA N FGN 21147 1 22237 0 24379 0 67763 1KVA KAVALA, GREECE N FGN 1242 0 1160 0 1202 0 3604 0KWE GUIYANG, P. R. CHINA N FGN 684 0 660 0 834 0 2178 0KWI KUWAIT, KUWAIT N FGN 3659 0 2728 0 2536 0 8923 0KWJ KWANGJU, REP OF KOREA N FGN 0 0 0 0 668 0 668 0KWL GUILIN, P. R. CHINA N FGN 3855 0 4671 0 3365 0 11891 0LAD LUANDA, ANGOLA S FGN 5680 0 5112 0 3986 0 14778 0LAN LANSING, MI, USA N YES 1120 0 1646 0 1764 0 4530 0LAS LAS VEGAS, NV, USA N YES 82033 0 89149 1 96139 0 267321 1LAX LOS ANGELES, CA, USA N YES 113329 0 123390 2 118819 4 355538 6LBB LUBBOCK, TX, USA N YES 13600 0 16396 0 16240 0 46236 0LBU LABUAN SABAH, MALAYSIA N FGN 2398 0 2406 0 2709 0 7513 0LBV LIBREVILLE, GABON N FGN 1553 0 1955 0 1983 0 5491 0LCA LARNACA, CYPRUS N FGN 1352 0 1277 0 1616 1 4245 1LCE LA CEIBA, HONDURAS N FGN 380 0 570 0 1210 0 2160 0LDB LONDRINA, BRAZIL S FGN 0 0 440 0 1185 0 1625 0LDE LOUROES/TARBES, FRANCE N FGN 8 1 0 1 0 1 8 3LDI LINDI, TANZANIA S FGN 10 0 0 0 0 0 10 0LED LENINGRAD, U.S.S.R. N FGN 198 0 163 0 239 0 600 0LEI ALMERIA, SPAIN N FGN 100 0 104 0 130 0 334 0LEJ LEIPZIG, GDR N FGN 16 0 28 0 46 0 90 0LEX LEXINGTON, KY, USA N YES 3916 1 4165 0 3573 0 11654 1LFT LAFAYETTE, LA, USA N YES 0 0 0 0 302 0 302 0LFW LONE, TOGO N FGN 985 0 812 0 929 0 2726 0LGA NEW YORK LA GUARDIA, NY, USA N YES 32068 1 32703 1 36226 1 100997 3LGB LONG BEACH, CA, USA N YES 1299 0 3321 0 7605 0 12225 0LGG LIEGE, BELGIUM N FGN 0 0 0 0 0 1 0 1LGK LANGKAWI, MALAYSIA N FGN 0 0 206 0 448 0 654 0LGW LONDON-GATWICK, ENGLAND N FGN 13117 0 17634 1 36365 2 67116 3LHE LAHORE, PAKISTAN N FGN 7188 1 9191 2 9169 0 25548 3LHR LONDON HEATHROW, ENGLAND, (UK) N FGN 69405 2 75934 1 93470 2 238809 5LHW LANZHOU, P. R. CHINA N FGN 0 0 83 0 21 0 104 0LIH LIHUE, KAUAI, HA, USA N NO 17365 2 17708 3 19247 3 54320 8LIL LILLE, FRANCE N FGN 214 0 292 0 367 0 873 0LIM LIMA, PERU S FGN 1460 0 2157 0 2318 0 5935 0LIN MILAN LINATE, ITALY N FGN 7588 1 7604 1 7641 0 22833 2LIS LISBON, PORTUGAL N FGN 10558 0 13190 0 14480 0 38228 0LIT LITTLE ROCK, AK, USA N YES 10791 1 10853 1 9382 1 31026 3LJA LODJA, ZAIRE S FGN 106 0 104 0 74 0 284 0LJU LJUBLJANA, YUGOSLAVIA N FGN 1741 0 1704 1 1615 0 5060 1LKO LUCKNOW, INDIA N FGN 4396 1 4264 1 4236 2 12896 4LLA LULEA, SWEDEN N FGN 0 0 8 0 0 0 8 0LLW LILONGWE, MALAWI S FGN 752 1 786 0 823 0 2361 1LMT KLANATH FALLS, OR, USA N YES 1218 0 62 0 0 0 1280 0LNK LINCOLN, NB, USA N YES 5816 0 5847 0 4201 0 15864 0LNZ LONZ, AUSTRIA N FGN 768 1 704 0 683 0 2155 1LOS LAGOS, NIGERIA N FGN 16716 1 14969 1 11299 0 42984 2LPA GRAM CANARIA, CANARY ISLANDS N FGN 293 0 1439 0 2682 1 4414 1

LPB LA PAZ, BOLIVIA S FGN 136 0 264 0 312 0 712 0LPL LIVERPOOL, ENGLAND N FGN 30 0 42 0 134 0 206 0LRH LA ROCHELLE, FRANCE N FGN 0 0 8 0 4 0 12 0LST LAUNCESTON, TASMANIA, AUSTRALIA S FGN 4721 1 5684 0 5723 2 16128 3LTN LONDON-LUTON INT'L, ENGLAND N FGN 192 0 270 0 556 1 1018 1LUN LUSAKA, ZAMBIA S FGN 2302 0 1961 0 2183 0 6446 0

A-9

AIRPORT APTDEF HEMISPHR CONUS STGFY87 INGI STGFY88 ING2 STGFY89 ING3 STG737 INGS

LUO LUENA, ANGOLA S FGN 434 0 472 0 556 0 1462 0LUO SAN LUIS, ARGENTINA S FGN 196 0 0 0 0 0 196 0LUT LAURA STATION, AUSTRALIA S FGN 0 0 0 0 0 0 0 0LUX LUXEMBOURG, LUXEMBOURG N FGN 2615 0 3500 0 3753 0 9868 0LXR LUXOR, ARAB REP OF EGYPT N FGN 2161 0 2143 1 2995 0 7299 1LXS LEMNOS, GREECE N FGN 1040 0 996 0 1060 1 3096 1LYH LYNCHBURG, VA, USA N YES 1824 0 2306 0 1754 0 5884 0LYP FAISALABAD, PAKISTAN N FGN 790 0 1326 0 1324 0 3440 0LYR LONGYEARBYEN, NORWAY N FGN 14 0 223 0 255 0 492 0LYS LYON, FRANCE N FGN 5223 0 5439 0 5714 0 16376 0MAA MADRAS, INDIA N FGN 7714 0 8485 3 8067 1 24266 4MAB MARABA, BRAZIL S FGN 470 0 628 0 782 0 1880 0MAD MADRID, SPAIN N FGN 6813 1 7477 0 9134 0 23424 1MAF MIDLAND ODESSA, TX, USA N YES 16021 1 14942 0 14184 2 45147 3MAH MAHON, MENORCA, SPAIN N FGN 84 0 174 0 310 1 568 1MAJ MAJURO, MARSHALL ISLAND N FGN 92 0 132 0 104 0 33 0MAL MANGOLE, INDONESIA N FGN 0 0 0 0 0 0 0 0MAN MANCHESTER, ENGLAND (UK) N FGN 5780 3 7490 1 10909 0 24179 4MAO MANAUS, BRAZIL S FGN 6627 0 7820 0 9619 0 24066 0MBA MONBASA, KENYA S FGN 0 0 0 0 21 0 21 0MBJ MONTEGO BAY, JAMAICA N FGN 218 0 0 0 0 0 218 0MBS SAGINAW, MI, USA N YES 794 0 272 0 2169 0 3235 0MBX MARIBOR, YUGOSLAVIA N FGN 0 0 0 0 40 0 40 0MCG MCGRATH, AS, USA N NO 0 0 0 0 204 0 204 0MCI KANSIS CITY, MO, USA N YES 26453 0 29842 0 50786 0 107081 0MCO ORLANDO-INT'L, FL, USA N YES 23551 1 28187 0 25069 0 76807 1MCP MACAPA, AMAPA, BRAZIL N FGN 1888 0 2337 0 2295 0 6520 0MCI MUSCAT, OMAN N FGN 4409 0 5241 0 5174 0 14824 0MCY MAROOCHYOORE, OLD, AUSTRALIA S FGN 104 0 136 0 10 0 250 0MCZ MACEIO, ALAGOAS, BRAZIL S FGN 978 0 1646 0 4088 0 671M 0MDE MEDELLIN, COLOMBIA N FGN 312 0 312 0 314 0 938 0M0I MAKURDI, NIGERIA N FGN 730 0 695 0 375 0 1800 0MDK MBANDAKA, ZAIRE N FGN 416 0 522 0 526 0 1464 0MOP MINDIPTANA, INDONESIA -0- FGN 0 0 0 0 0 1 0 1MOO MAR DEL PLATA, ARGENTINA S FGN 2964 0 2816 2 2662 1 8442 3NOT HARRISBURG-OLMSTEAD ST, PA, USA N YES 3784 1 3265 0 2805 0 9854 1MDW CHICAGO-MIDWAY. IL, USA N YES 33077 2 46544 2 49337 1 128958 5MDZ MENDOZA, ARGENTINA S FGN 1578 0 1106 0 886 0 3570 0MED MEDINA, SAUOI ARABIA N FGN 4698 0 5236 0 4896 1 14830 1MEG MALANGE, ANGOLA S FGN 740 0 758 0 696 0 2194 0MEL MELBOURNE, VICTORIA, AUSTRALIA S FGN 17124 1 21097 3 31383 0 69604 4MEM MEMPHIS, TN, USA N YES 8599 0 7534 0 7035 0 23168 0MES MEDAN, INDONESIA N FGN 730 0 732 0 714 0 2176 0MEX MEXICO CITY, MEXICO N FGN 4170 0 5281 0 5092 0 14543 0MFE MC ALLEN, TX, USA N YES 288 0 1148 0 1052 0 2488 0MFR MEDFOR, OR, USA N YES 3529 0 2228 1 1784 0 7541 1MFU MFUWE, ZAMBIA S FGN 34 0 60 0 30 0 124 0MGA MANAGUA, NICARAGUA N FGN 3212 0 2689 0 1762 1 7663 1MGM MO•Tr-4MERY, AL, USA N YES 148 0 896 0 1681 0 2725 0MGQ MOGADISHU, SOMALIA N FGN 94 0 46 0 50 0 190 0MHD MASHAD, IRAN N FGN 516 0 0 0 0 0 516 0MHT MANCHESTER, NH, USA N YES 0 0 1106 0 2733 0 3839 0MIA MIAMI, FL, USA N YES 28033 0 34912 1 29373 0 92318 1MID MERIDA, MEXICO N FGN 0 0 244 0 170 0 414 0MIL MILAN, ITALY N FGN 0 1 0 0 0 0 0 1MIR MONASTIR, TUNISIA N FGN 488 0 336 0 567 0 1391 0MIU MAIDUGURI, NIGERIA N FGN 887 0 1042 0 636 0 2565 0MJM MBUJI-MAYI, ZAIRE S FGN 364 0 510 0 618 0 1492 0MJN MAJUNGA, MADAGASCAR S FGN 402 0 336 0 298 0 1036 0MJT MYIILENE, GREECE N FGN 2852 0 2634 0 2820 0 8306 0MKE MILJJAUKEE, WI, USA N YES 1056 0 3124 0 4861 0 9041 0MKY MALACCA, MALAYSIA S FGN 2109 0 2272 0 1316 0 5697 0MLA MALTA, MEDITERRANEAN SEA N FGN 2882 0 4492 0 5117 1 12491 1MLB MELBOURNE, FL, USA N YES 958 0 1474 0 1034 0 3466 0MLE MALE, MALDIVES N FGN 356 0 464 0 454 0 1274 0MLH MULHOUJSE/BASEL, FRANCE N FGN 1 0 4 0 21 0 26 0MLI MOLINE, IL, USA N YES 1947 0 2284 0 2941 0 7172 0MLU MONROE, LA, USA N YES 3670 0 3712 0 2852 0 10234 0MLW MONROVIA, LIBERIA N FGN 0 0 0 0 124 0 124 0MMY MIYAKO JIMA, JAPAN N FGN 3606 5 4836 5 3834 0 12276 10MNL MANILA, PHILIPPINES N FGN 1232 0 1211 0 1321 0 3764 0MOB MOBILE AL/PASCAGOULA, MS, USA N YES 3013 0 2274 0 330 0 5617 0MOC MONTES CLAROS, BRAZIL S FGN 416 0 420 0 416 0 1252 0MOL MOLDE, NORWAY N FGN 2129 0 2263 0 2366 0 6758 0MOO MORONDAVA, MADAGASCAR S FGN 112 0 204 0 150 0 466 0

A-10

AIRPORT APTDEF HEMISPHR 7ONUS STGFY87 INGI STGFY88 ING2 STGFY89 ING3 STG737 INGS

S-----------------------------.--------.-----.-------.----.-------.----.------------------

MOT MINOT, ND, USA N YES 737 0 964 0 648 0 2349 0

MPL MONTPELLIER, FRANCE N FGN 52 0 52 0 52 0 156 0

MPM MAPUTO, MOZAMBIQUE S FGN 2248 0 2289 0 1480 0 6017 0

MRS MARSEILLE, FRANCE N FGN 3381 0 3805 0 4186 0 11372 0

MRU MAURITIUS, MAURI.IUS S FGN 321 0 437 0 446 0 1204 0

MRY MONTEREY, CA, USA N YES 3559 0 1923 0 1844 0 7326 0

MSN MADISON, WI, USA N YES 16%f 0 1489 0 2132 0 5316 0

MSO MISSOULA, MT, USA N YES 3537 1 3427 0 3307 0 10271 1

MSP MINNEAPOLIS-ST PAUL, MN, USA N YES 8120 1 11799 0 16476 0 36395 1

MSR MUENSTER, FRG N FGN 4 0 0 0 0 0 4 0

MSY NEW ORLEANS, LA, USA N YES 25950 0 32656 1 32966 3 91572 4

MSZ NAMIBE, ANGOLA S FGN 228 0 262 0 138 0 628 0

MITS MANZINI, SWAZILAND S FGN 96 0 192 0 154 0 442 0

MTY MONTERREY, MEXICO N FGN 0 0 62 0 48 0 110 0

MUC MUNICH, FRG N FGN 36435 4 44305 1 46990 1 127730 6

MUX MULTAN, PAKISTAN N FGN 2488 0 2344 0 2303 0 7135 0

MUZ MUSOMA, TANZANIA S FGN a 0 0 0 0 0 8 0

MVB FRANCEVILLE, GABON N FGN 1 0 5 0 3 0 9 0

MVD MONTEVIDEO, URUGUAY S FGN 4977 0 5351 0 5226 0 15554 0

MVR MAROUA, REP OF CAMEROON N FGN 1190 0 1052 0 933 0 3175 0

MWZ MWANZA, TANZANIA S FGN 79 0 530 0 785 0 1394 0

MXP MILAN-MALPENSA, ITALY N FGN 4 0 21 1 26 0 51 1

MXZ MEIXIAN, P. R. CHINA N FGN 0 0 328 0 420 0 748 0

MYJ MATSUYAMA, SHIKIKU, JAPAN N FGN 290 0 862 0 762 0 1914 0

MYR MYRTLE BEACH, SC, USA N YES 4864 0 5504 0 6440 1 16808 1

MYW MTWARA, TANZANIA S FGN 370 0 312 0 290 0 972 0

MYY MIRI, SARAWAK, MALAYSIA N FGN 3024 0 3244 0 3730 0 9998 0

MZG MAKUNG, TAIWAN N FGN 8877 0 10980 0 10180 0 30037 0

MZM METZ, FRANCE N FGN 0 0 0 0 21 0 21 0

MZT MAZATLAN, MEXICO N FGN 976 0 554 0 628 0 2158 0

NAG NAGPUR, INDIA N FGN 2756 0 2440 0 1970 0 7166 0

NAK NAKHON RATCHASIMA, THAILAND N FGN 0 0 0 0 82 0 82 0

NAN NADI, FIJI S FGN 1373 0 1413 0 1724 0 4510 0

NAP NAPLES, ITALY N FGN 739 0 584 0 662 0 1985 0

NAS NASSAU, BAHAMAS N FGN 7440 0 9851 0 10501 0 27792 0

NAT NATAL, BRAZIL S FGN 4380 0 4976 0 5422 0 14778 0

NBO NAIROBI, KENYA S FGN 1051 0 1087 0 1344 0 3482 0

NCE NICE, FRANCE N FGN 3675 1 5258 0 5599 0 14532 1

NCL NEWCASTLE, ENGLAND N FGN 1825 0 1589 1 1879 0 5293 1

NOD SUMBE, ANGOLA S FGN 10 0 0 0 0 0 10 0

NDJ N'DJAMENA, CHAD N FGN 18 0 0 0 20 0 38 0

NGE N'GAOUNDERE, REP OF CAMEROON N FGN 1006 0 902 0 870 0 2778 0

NGO NAGOYA, JAPAN N FGN 5577 0 6995 1 6550 0 19122 1

NIM NIAMEY, NIGER N FGN 62 0 0 0 0 0 62 0

NKC NOUAKCHOTT, MAURITANIA N FGN 110 0 82 0 66 0 258 0

NKG NANJING, P. R. CHINA N FGN 2476 0 2744 0 3005 0 8225 0

NLA NDOLA, ZAMBIA S FGN 701 0 508 0 730 0 1939 0

NLK NORFOLK IS' ,ND, PACIFIC OCEAN S FGN 420 0 581 0 628 0 1629 0

NNG NANNING, P. R. CHINA N FGN 1157 0 1042 0 480 0 2679 0

NOS NOSSIBE, MADAGASCAR S FGN 508 0 614 0 700 0 1822 0

NOU NOUMEA, NEW CALEDONIA S FGN 219 0 209 0 949 0 1377 0

NOV HUAMBO, ANGOLA S FGN 520 0 630 0 1254 0 2404 0

NPE NAPIER, NEW ZEALAND S FGN 0 0 0 0 80 0 80 0

NON NEUQUEN, ARGENTINA S FGN 1876 0 1838 0 1598 0 5312 0

NRT TOKYO-NARITA, JAPAN N FGN 0 0 640 0 730 0 1370 0

NUE NUREMBURG, FRG N FGN 3516 1 4068 1 3943 1 11527 3

NVT NAVEGANTES, BRAZIL S FGN 2608 0 2556 0 2500 0 7664 0

OAJ JACKSONVILLE, NC, USA N YES 2428 0 1892 0 1588 0 5908 0

OAK OAKLAND, SAN FRANCISCO, CA, USA N YES 27453 3 25240 0 24777 0 77M70 3

ODE ODENSE, DENMARK N FGN 567 0 496 0 503 0 1566 0

OGG KAHULUI, MAUI, HA, USA N NO 27942 1 27757 1 29505 0 35204 2

OGN YONAGUNI-JIMA, JAPAN N FGN 0 0 30 0 0 0 30 0

OGX OUARGLA, ALGERIA N FGN 836 0 552 0 841 0 2229 0

OHO OHRID, YUGOSLAVIA N FGN 292 0 523 0 452 0 1267 0

OIT OITA, JAPAN N FGI 854 0 818 0 1472 1 3144 1

OKA OKINAWA, RYUKYU IS, JAPAN N FGN 11818 0 13972 0 13660 0 39450 0

OKC OKLAHOMA CITY, OK, USA N YES 25165 0 27072 1 26161 1 78398 2

OKJ OKAJAMA, JAPAN N FGN 0 0 923 0 1444 0 2367 0

OLB OLBIA, ITALY N FGN 40 0 42 0 92 0 174 0

OMA OMAHA, NB, USA N YES 10800 0 10871 0 13689 0 35360 0

OME NOME, AS, USA N NO 2272 0 2232 0 2269 0 6773 0

M014 MOSTAR, YUGOSLAVIA N FGN 0 0 0 0 178 0 178 0

ONT ONTARIO, CA, USA N YES 33033 0 34539 0 35608 0 103180 0

OOL GOLD COAST, OLD, AUSTRALIA S FGN 2812 0 3663 0 5208 0 11683 0

OPO OPORTO, PORTUGAL N FGN 3349 1 3331 0 5553 0 12233 1

A-i1

AIRPORT APTDEF HEM1SPHR COMUS STGFY87 INGI STGFY88 1NG2 STGFY89 ING3 STG737 INGS

ORD CHICAGO-O'HARE, IL, USA N YES 59542 2 79401 3 110094 1 249037 6ORF NORFOLK-VA. BEACH, VA, USA N YES 24618 2 20845 0 19290 3 64753 5ORN WORCESTER, MA, USA N YES 719 0 2976 0 1966 0 5661 0ORK CORK, IRELAND N FGN 2942 0 3322 0 4963 0 11227 0ORN ORAN, ALGERIA N FGN 4524 0 4495 0 4450 0 13469 0ORY PARIS - ORLY ARPT, FRANCE N FGN 6940 1 8806 1 9381 2 25127 4OSA OSAKA, JAPAN N FGN 1792 0 1262 0 1246 0 4300 0OSD OSTERSUND, SWEDEN N FGN 0 0 0 0 6 0 6 0OSL OSLO, NORWAY N FGN 14168 0 0 0 0 0 14168 0OS0 MOSUL, IRAQ N FGN 312 0 314 0 314 0 940 0OTP BUCHAREST-OTOPENI, ROMANIA N FGN 487 0 405 0 481 0 1373 0OTZ KOTZEBUE, AS, USA N NO 2082 0 2050 0 2082 0 6214 0OUA OUAGADOUGOU, BURKINA FASO N FGN 14 0 0 0 0 0 14 0CUD OUJDA, MOROCCO N FGN 402 0 386 0 361 0 1149 0OUE OUESSO, PEOP REP OF CONGO N FGN 258 0 260 0 222 0 740 0OZZ OUARAZATE, MOROCCO N FGN 161 0 395 0 385 0 941 0PAP PORT AU PRINCE, HAITI N FGN 0 0 88 0 208 0 296 0PAT PATNA, INDIA N FGN 4973 2 4406 3 3842 0 13223 5PBI WEST PALM BEACH, FL, USA N YES 1C310 0 9469 0 9081 0 28860 0PBM PARAMARIBO, REP OF SURINAME N FGN 104 0 106 0 104 0 314 0PCL PUCALLPA, PERU S FGN 586 0 110 0 182 0 878 0PDB PEDRO BAY, AS, USA N NO 0 0 0 0 0 1 0 1PDL PONTA DELGADA, PORTUGAL (AZORES) N FGN 886 0 933 0 451 0 2270 0POP PUNTA DEL ESTE, URUGUAY S FGN 2332 0 1676 0 1863 0 5871 0PDX PORTLAND, OR, USA N YES 18968 3 17604 0 18875 1 55447 4PEK BEIJIN, P. R. CHINA N FGN 9169 2 9152 0 8951 0 27272 2PEN PUERTO MALDONADO, PERU S FGN 0 0 92 0 64 0 156 0PEN PENANG, MALAYSIA N FGN 9062 2 9591 0 10330 0 28983 2PER PERTH, WA, AUSTRALIA S FGN 1178 0 1503 0 3664 0 6345 0PEW PESHAWAR, PAKISTAN N FGN 418 0 440 0 578 0 1436 0PHC PORT HARCOURT, NIGERIA N FGN 208 0 707 0 821 0 1736 0PHE PORT HEDLAND, WA, AUSTRALIA S FGN 130 0 0 0 0 0 130 0PHL PHILADELPHIA/WILMINGTON, PA, USA N YES 34184 0 45759 2 45635 2 125578 4PHS PHITSANULOK, THAILAND N FGN 1460 0 1464 0 818 0 3742 0PHX PHOENIX, AZ, USA N YES 163588 0 177325 0 199769 1 540682 1PIA PEORIA, IL, USt N YES 389 0 603 0 993 0 1985 0PIE TAMPA-ST. PETERSBURG, FL, USA N YES 302 3 0 0 343 1 645 4PIK GLASGOW-PRESTWICK, SCOTLAND N FGN 52 0 104 0 97 0 253 0PIT PITTSBURGH, PA, USA N YES 69413 0 80005 0 65047 0 214465 0PIU PIURA, PERU S FGN 1068 0 62 0 338 0 1468 0PLZ PORT ELIZABETH, SOUTH AFRICA S FGN 12531 1 14399 2 13797 3 40727 6PMA PEMBA ISLAND, TANZANIA S FGN 8 0 0 0 0 0 8 0PMC PUERTO MONTT, CHILE S FGN 1400 0 1565 0 1861 0 4826 0PHE PORTSMOUTH, UK N FGN 0 0 0 2 0 0 0 2PM! PALMA MALLORCA ISLAND, SPAIN N FGN 2449 0 3158 0 6948 1 12555 1PMO PALERMO, ITALY N FGN 0 0 46 0 246 0 292 0PMR PALMERSTON, NEW ZEALAND S FGN 2592 2 2752 0 2694 0 8038 2PNA PAMPLONA, SPAIN N FGN 0 0 0 0 0 1 0 1PNO POONA, INDIA N FGN 842 0 1554 0 1968 0 4364 0PNR POINTE NOIRE, PEOP REP OF CONGO S Fr.' 1265 0 912 0 640 0 2817 0PNS PENSACOLA, FL, USA N YES 2180 0 1824 0 1328 0 5332 0PNZ PETROLINA, BRAZIL S FGN 720 0 732 0 732 0 2184 0POA PORTO ALEGRE, BRAZIL S FGN 8156 0 7765 0 5217 0 21138 0POG PORT GENTIL, GABON S FGN 18 0 139 0 263 0 420 0POL PEMBA, MOZAMBIQUE S FGN 260 0 262 0 150 0 672 0POS PORT OF SPAIN, TRINIDAD/TOBAGO N FGN 52 0 52 0 52 0 156 0PPG PAGO PAGO, SAMOA S FGN 434 0 147 0 26 0 607 0PPP PROSERPINE, OLD, AUSTRALIA S FGN 437 0 521 0 257 0 1215 0PPT PAPEETE, SOCIETY IS, FR POLYNESIA S FGN 0 0 0 0 51 0 51 0PRG PRAGUE, CZECHOSLOVAKIA N FGN 1231 0 1148 0 1510 0 3889 0PSA PISA, ITALY N FGN 1082 0 1026 1 458 0 2566 1PSC PASCO, WA, USA N YES 864 0 2035 0 2565 0 5464 0PSG PETERSBJRG, AS, USA N NO 1460 0 1464 0 1460 0 4384 0PSI PASNI, PAKISTAN N FGN 208 0 208 0 210 0 626 0PSP PALM SPRINGS, CA, USA N YES 3083 0 3434 0 3653 0 10170 0PSS POSADAG, ARGENTINA S FGN 938 0 928 0 810 0 2676 0PTY PANAMA CITY, PANAMA N FGN 2683 0 2922 1 3258 0 8863 1PUB PUEBLO, CO, USA N YES 2569 0 2395 0 2'90 0 7154 0PUO PUNTA ARENAS, CHILE S FGN 760 0 782 0 827 0 2369 0PUS PUSAN, REP OF KOREA N FGN 0 0 0 0 1704 0 1704 0PUY PULA, YUGOSLAVIA N FGN 76 0 286 0 400 1 762 1PVD PROVIDENCE, RI, USA N YES 5358 0 7982 0 10925 1 24265 1PVH PORTO VELHO, BRAZIL S FGN 4700 0 4786 1 4888 1 14374 2PVK PREVEZA/LEFKAS, GREECE N FGN 0 0 0 0 0 0 0 0PVR PUERTO VALLARTA, MEXICO N FGN 880 0 888 0 540 0 2308 0

A- 12

AIRPORT APTDEF HEMISPHR COMUS STGFY87 INGI STGFY88 ING2 STGFY89 ING3 STG737 INGS- --------.--------------------------------------------------------.------------.-----------------.------------

PWM PORTLAND, ME, USA N YES 2450 0 3650 0 6679 0 12779 0

PXO PORTO SANTO, PORTUGAL (MADEIRA) N FGN 58 0 78 0 102 0 238 0PZO PUERTO ORDAZ, VENEZUELA N FGN 0 0 0 0 74 0 74 0PZU PORT SUDAN, SUDAN N FGN 925 0 1517 0 1344 0 3786 0QTV TREVISO, ITALY N FGN 0 0 0 1 0 0 0 1

RAE ARAR, SAUDI ARABIA N FGN 1662 0 1576 0 1728 0 4966 0

RAN RAFHA, SAUDI ARABIA N FGN 166 0 210 0 240 0 616 0RAJ RAJKOT, INDIA N FGN 730 0 732 0 692 0 2154 0

RAK MARRAKECH, MOROCCO N FGN 529 0 777 0 1086 0 2392 0

RAP RAPID CITY, SO, USA N YES 4703 1 2847 0 3554 0 11104 1RAR RAROTONGA, COOK ISLAND, S. PACIFIC S FGN 152 0 63 0 0 0 215 0RAS RASHT, IRAN N FGN 540 0 40 0 0 0 580 0

RBA RABAT, MOROCCO N FGN 0 0 562 0 531 0 1093 0

RBR RIO BRANCO, BRAZIL S FGN 3614 0 3146 0 3146 0 9906 0RCU RIO CUARTO, ARGENTINA S FGN 552 0 0 0 0 0 552 0ROD REDDING, CA, USA N YES 3151 0 737 0 0 0 3888 0RDU RALEIGH-DURHAM, NC, USA N YES 23607 0 20624 0 16416 0 60647 0

REC RECIFE, BRAZIL S FGN 8974 0 11088 1 15588 0 35650 1REL TRELEW, ARGENTINA S FGN 2448 0 1928 0 1984 0 6360 0RES RESISTENCIA, ARGENTINA S FGN 730 0 556 2 752 0 2038 2

RGA RIO GRANDE, ARGENTINA S FGN 1628 0 1278 0 1253 0 4159 0RGL RIO GALLEGOS, ARGENTINA S FGN 3170 0 2492 0 1838 0 7500 0RGN RANGOON, BURMA N FGN 0 0 0 0 44 0 44 0RHO RHODES, GREECE N FGN 728 0 1132 0 2254 0 4114 0RIC RICHMOND, VA, USA N YES 8252 0 9847 0 9821 0 27920 0

RIJ RIOJA, PERU S FGN 338 0 600 0 192 0 1130 0

RIY RIYAN, YEMEN N FGN 560 0 322 0 242 0 1124 0

RJK RIJEKA, YUGOSLAVIA N FGN 76 0 370 0 378 0 824 0RKT RAS AL KHAIMAH, U. A. EMIRATES N FGN 236 0 237 0 238 0 711 0

RNN RONNE, DENMARK N FGN 298 0 242 0 272 0 812 0

RNO RENO, NV, USA N YES 25150 1 20535 1 20236 0 65921 2

ROA ROANOKE, VA, USA N YES 3910 1 4468 0 4283 0 12661 1

ROB MONROVIA ROBERTS, LIBERIA N FGN 320 0 210 0 296 0 826 0

ROC ROCHESTER. MY, USA N YES 13533 0 13078 1 17916 1 44527 2

ROK ROCKHAMPTON, OLD, AUSTRALIA S FGN 3570 0 3750 0 2933 0 10253 0ROR KOROR, PALAU ISLAND, PACIFIC OCEAN N FGN 132 0 39 0 0 0 171 0

ROS ROSARIO, ARGENTINA S FGM 1704 0 1478 0 900 0 4082 0

ROT ROTORUA, NEW ZEALAND S FGN 0 0 292 0 482 0 774 0

RPR RAIPUR, INDIA N FGN 1460 0 830 0 738 0 3028 0

RRS ROROS, NORWAY N FGN 782 0 792 0 790 0 2364 0

RSW FORT MYERS REGIONAL, FL, USA N YES 2486 0 7120 0 6729 0 16335 0

RTB ROATAN, HONDURAS N FGN 0 0 188 0 1482 0 1670 0

RUH RIYADH, SAUDI ARABIA N FGN 21799 0 21703 1 22246 0 65748 1RUN REUNION ISLAND, INDIAN OCEAN S FGN 436 0 410 0 304 0 1150 0

SAB SABA, NETH. ANTILLES N FGN 0 0 0 1 0 0 0 1

SAN SANAA, YEMEN N FGN 1580 0 1379 0 1291 0 4250 0

SAL SAN SALVADOR, EL SALVADOR N FGN 6574 0 7271 0 8073 1 21918 1

SAN SAN DIEGO, CA, USA N YES 36109 0 46848 1 55661 0 138618 1

SAO SAO PAULO, BRAZIL S FGN 0 0 0 1 0 0 0 1

SAP SAN PEDRO, SULA, HONDURAS N FGN 3411 0 4099 0 3944 0 11454 0

SAT SAN ANTONIO, TX, USA N YES 31907 2 36421 1 33551 1 101879 4

SAV SAVANNAH, GA, USA N YES 5077 0 4364 0 6639 1 16080 1

SBA SANTA BARBARA, CA, USA N YES 2895 0 3035 0 3666 0 9596 0

SBN SOUTH BEND, IN, USA N YES 1496 0 1708 0 2294 0 5498 0

SCC PRUDHOE BAY. DEADHORSE, AS, USA N NO 3834 1 3908 0 3878 0 11620 1

SCK STOCKTON,CA, USA N YES 787 0 0 0 0 0 787 0

SCL SANTIAGO, CHILE S FGN 3733 0 5184 0 5928 0 14845 0

SCN SAARBRUECKEN, FRG N FGN 0 0 0 1 8 0 8 1

SCo SANTIAGO DE COMPOSTELA, SPAIN N FGN 0 0 0 0 348 0 348 0

SQA BAGHDAD-SADDAM, IRAQ N FGN 2599 0 1451 0 1406 0 5456 0

SDD LUBANGO, ANGOLA S FGN 862 0 784 0 694 0 2340 0

SDE SANTIAGO DEL ESTERO, ARGENTINA S FGN 910 0 732 0 690 0 2332 0

SDF LOUISVILLE, KY, USA N YES 11936 1 11837 0 9752 0 33525 1

SDJ SENDAI, JAPAN N FGN 2796 0 3276 1 3527 0 9599 1

SDK SANDAKAN. SABAH, MALAYSIA N FGN 2190 0 2196 0 4340 0 8726 0

SDO SANTO DOMINGO, DOMINICAN REP N FGN 0 0 124 0 208 0 332 0

SEA SEATTLE/TACOMA, WA, USA N YES 27059 0 29147 0 26176 0 82382 0

SEL SEOUL, REP OF KOREA N FGN 0 0 0 0 2376 0 2376 0

SEZ MAHE IS. SEYCHELLES IS. S FGN 0 0 93 0 57 0 150 0

SFA SFAX, TUNISIA N FGN 186 0 194 0 188 0 568 0

SFN SANTA FE, ARGENTINA S FGN 624 0 784 0 686 1 2094 1

SFO SAN FRANCISCO-OAKLAND, CA, USA N YES 82408 2 78067 4 94302 1 254777 7

SFT SKELLEFTEA, SWEDEN N FGN 0 0 0 0 2 0 2 0

SGF SPRINGFIELD, MO, USA N YES 3704 0 2335 0 2381 0 8420 0

SGM NO CHI MINN, SOC REP OF VIETNAM N FGN 0 0 0 0 88 0 88 0

A- 13

AIRPORT APTDEF HEMISPHR CONUS STGFY87 ING1 STGFY88 1NG2 STGFY89 ING3 STG737 INGS---- ------------------- -------------- -------- ----- ------- ---- ------- ---- ------- ---- ------- ----

SHA SHANGHAI, P. R. CHINA N FGN 1678 0 2060 0 2291 0 6029 0

SHE SHENYANG, P. R. CHINA N FGN 208 0 400 0 444 0 1052 0SHI SHIMOJISHIMA, JAPAN N FGN 0 0 0 1 0 0 0 1SHJ SHARJAH, U. A. EMIRATES N FGN 2588 0 2845 0 2934 0 8367 0SHV SHREVEPORT, LA, USA N YES 3098 0 3472 0 2510 0 9080 D

SHW SHARURAH, SAUDI ARABIA N FGN 730 0 730 0 732 0 2192 0SIA XI AN, P. R. CHINA N FGN 848 0 991 0 1265 0 3104 0SID SAL, CAPE VERDE ISLAND N FGN 10 0 40 0 0 0 50 0SIN SINGAPORE, SINGAPORE N FGN 6631 0 6354 0 6479 0 19464 0

SIT SITKA, AS, USA N NO 778 0 782 0 778 0 2338 0SJC SAN JOSE, CA, USA N YES 37310 2 37278 0 37768 2 112356 4SJD LOS CABOS, MEXICO N FGN 0 0 38 0 0 0 38 0SJJ SARAJEVO, YUGOSLAVIA N FGN 174 0 356 0 564 0 1094 0

SJO SAN JOSE, COST RICA N FGN 3317 0 3409 0 3128 0 9854 0SJU SAN JUAN, PUERTO RICO N FGN 0 0 60 0 0 0 60 0SKG THESSALONIKI, GREECE N FGN 1987 0 1721 0 N#73 0 6181 0SKO SOKOTO, NIGERIA N FGN 1182 0 732 0 598 0 2512 0SKP SKOPJE, YUGOSLAVIA N FGN 210 0 710 0 722 0 1642 0SKS SKRYDSTRUP, DENMARK N FGN 45 0 0 0 0 0 45 0SKZ SUKKUR, PAKISTAN N FGN 566 0 720 0 870 0 2156 0SLA SALTA, ARGENTINA S FGN 1934 0 1947 1 1622 0 5503 1SLC SALT LAKE CITY, UT, USA N YES 77961 1 72870 0 70403 2 221234 3SLL SALALAH, OMAN N FGN 882 0 964 0 1010 1 2856 1SLZ SAO LUIZ, MARANHAO, BRAZIL S FGN 3629 0 4701 1 7507 0 15837 1SMF SACRAMENTO, CA, USA N YES 18876 0 24452 1 19931 1 63259 2SMI SAMOS ISLAND, GREECE N FGN 1678 0 1608 0 1774 0 5060 0SNA ORANGE COUNTY, CA, USA N YES 24680 1 22489 0 23389 0 70558 1SNN SHANNON, IRELAND N FGN 1999 0 2715 0 3658 0 8372 0SNO SAKON NAKHON, THAILAND N FGN 566 0 282 0 0 0 848 0SOF SOFIA, BULGARIA N FGN 671 0 547 0 462 0 1680 0SPC SANTA CRUZ LA PALMA, CANARY IS. N FGN 0 0 1272 0 1186 0 2458 0SPP MENONGUE, ANGOLA S FGN 224 0 208 0 346 0 778 0SPU SPLIT, YUGOSLAVIA N FGN 1592 0 2213 0 1915 0 5720 0SRQ SARASOTA/BRADENTON, FL, USA N YES 657 0 994 1 2481 1 4132 2SSA SALVADOR, BRAZIL S FGN 9230 0 11330 0 16768 0 37328 0SSG MALABO, EQUATORIAL GUINEA N FGN 126 0 206 0 96 0 1.28 0STL ST LOUIS, MO, USA N YES 20660 0 25797 0 30162 0 76619 0STM SANTAREM, BRAZIL S FGN 3318 0 3913 0 4380 0 11611 0STN LONDON-STANSTED, ENGLAND, UK N FGN 0 0 874 0 1745 1 2619 1STR STUTTGART, FRG N FGN 18747 1 19270 4 21956 2 59973 7STT ST THOMAS, VIRGIN ISLANDS N FGN 748 0 732 0 730 0 2210 0STV SURAT, INDIA N FGP 0 1 0 0 0 0 0 1STX ST CROIX, VIRGIN ISLANDS N FGN 730 0 732 0 730 0 2192 0SUB SURABAYA, INDONESIA S FGN 0 0 0 0 80 0 80 0SUV SUVA, FIJI S FGN 650 0 582 0 565 0 1797 0SUX SIOUX CITY, 10, USA N YES 1536 0 2844 0 2127 0 6507 0SVB SAMBAVA, MADAGASCAR S FGN 274 0 220 0 294 0 788 0SVG STAVANGER, NORWAY N FGN 16946 0 18466 0 19633 1 55045 1SVO MOSCOU-SHEREMETYE, U.S.S.R. N FGN 864 0 962 0 1320 0 3146 0SVP KUITO, ANGOLA S FGN 422 0 392 0 316 0 1130 0SVo SEVILLE, SPAIN N FGN 0 0 804 0 2074 0 2878 0SWA SHANTON, P. R. CHINA N FGN 0 0 507 0 1166 0 1673 0SXB STRASBOURG, FRANCE N FGN 76 0 4 0 86 0 166 0SXF BERLIN, GDR N FGN 86 0 202 0 470 0 758 0SXR SRINAGAR, INDIA N FGN 2123 1 2035 1 2692 0 6850 2SYA SHEMYA IS., AS, USA N NO 0 0 16 0 0 0 16 0SYD SYDNEY, N.S.W., AUSTRALIA S FGN 16325 2 21343 0 33543 2 71211 4SYR SYRACUSE, MY, USA N YES 10961 0 18007 1 25961 0 54929 1SYZ SHIRAZ, IRAN N FGN 3868 0 3768 0 3554 0 11190 0SZG SALZBURG, AUSTRIA N FGN 648 0 653 0 650 0 1951 0TAI TAIZ, YEMEN N FGN 820 0 872 0 690 0 2382 0TAO QINGDAO, P.R. CHINA N FGN 0 0 0 0 157 0 157 0TOO TABORA, TANZANIA S FGN 36 0 0 0 0 0 36 0TBP TUMBES, PERU S FGN 404 0 576 0 338 0 1318 0TBT TABATINGA, BRAZIL S FGN 764 0 852 0 836 0 2452 0TBU TONGATAPU, TONGA ISLAND, PACIFIC S FGN 667 0 323 0 316 0 1306 0TBZ TABRIZ, IRAN N FGN 214 0 0 0 0 0 214 0TCI TENERIFE, CANARY IS. N FGP 0 0 0 0 0 1 0 1TEE TBESSA, ALGERIA N FGN 652 0 628 0 624 0 1904 0TER TERCEIRA, PORTUGAL (AZORES) N FGN 87 0 260 0 253 0 600 0TET TETE, MOZAMBIQUE S FGN 364 0 364 0 158 0 886 0TEZ TEZPUR, INDIA N FGN 728 0 732 0 730 0 2190 0TFF TEFE, BRAZIL S FGN 246 0 208 0 264 0 718 0TFN TENERIFE, SPAIN N FGN 0 0 1842 0 1640 0 3482 0TFS TENERIFFE-REINASOFIA, CANARY ISLAND N FGN 244 1 874 1 1499 1 2617 3

A-14

AIRPORT APTDEF HEMISPHR CONUS STGFY87 ING1 STGFY88 ING2 STGFY89 ING3 STG737 INGS-- --------.--------------------------------------------------------------------.------------.-----------------

TGD TITOGRAD, YUGOSLAVIA N FGN 616 1 754 0 1002 0 2372 1TGG KUALA, TERENGGANU, MALAYSIA N FGN 438 0 418 0 640 0 1496 0TGT TANGA, TANZANIA S FGN 26 0 0 0 0 0 26 0TGU TEGUCIGALPA, HONDURAS N FGN 3746 0 4286 0 4645 0 12677 0THE TERESINA, PIAUI, BRAZIL S FGN 2920 0 3972 0 5418 0 12310 0THR TEHRAN, IRAN N FGN 4370 0 3536 0 4434 0 12340 0TIA TIRANA, ALBANIA N FGN 104 0 104 0 208 0 416 0TIF TAIF, SAUDI ARABIA N FGN 1484 0 926 0 888 C 3298 0TIN TINDOUF, ALGERIA N FGN 1006 0 962 0 966 0 2934 0TIP TRIPOLI. LIBYA N FGN 287 0 626 0 453 0 1366 0TIV TIVAT, YUGOSLAVIA N FGN 188 0 364 0 227 0 779 0TKO KIGOMA, TANZANIA S FGN 18 0 0 0 0 C 18 0TLE TULEAR, MADAGASCAR S FGN 490 0 528 0 348 0 1366 0TLH TALLAHASSEE, FL, USA N YES 0 0 1376 0 1711 0 3087 0TLM TILINSEN, ALGERIA N FGN 1046 0 831 0 517 0 2394 0TLS TOULOUSE, FRANCE N FGN 1152 0 1107 0 1306 0 3565 0TLV TEL AVIV-YAFO, ISRAEL N FGN 2334 1 1608 0 2173 0 6115 1

T14 TANATAVE, MADAGASCAR S FGN 150 0 14 0 60 0 224 0TMR TAMANRASSET, ALGERIA N FGN 1228 0 1058 0 1136 0 3422 0TMS SAO TOME ISLAND, SAO TOME ISLAND N FGN 124 0 144 0 104 0 372 0TNG TANGIER, MOROCCO N FGN 2117 3 2241 0 2281 1 6639 4TNN TAIMAN, TAIWAN N FGN 3324 0 3452 0 3444 0 10220 0TNR ANTANANARIVO, MADAGASCAR S FGN 1953 0 1801 0 1659 0 5413 0TOE TOZEUR, TUNISIA N FGN 86 0 18 0 4 0 108 0TOL TOLEDO, OH, USA N YES 1724 0 1192 0 545 0 3461 0TOS TROMSO, NORWAY N FGN 2080 0 2518 0 2557 0 7155 0TOY TOYAMA, JAPAN N FGN 1522 0 446 0 48 0 2016 0TPA TAMPA/ST PETERSBURG, FL, USA N YES 19425 0 19630 0 24615 1 63670 1

TPE TAIPEI, TAIWAN N FGN 0 0 34 0 366 0 400 0TPP TARAPOTO, PERU S FGN 656 0 486 0 964 0 2106 0TRD TRONDHEIM, NORWAY N FGN 11039 0 13061 0 14345 0 38445 0TRI TRI-CITY AIRPORT, TN, USA N YES 2166 0 2926 0 2413 0 7505 0

TRN TURIN, ITALY N FGN 932 0 1798 1 2048 0 4778 1

TRU TRUJILLO, PERU S FGN 28 0 28 0 450 0 506 0TRV TRIVANDRUM, INDIA N FGN 2374 3 2708 1 2714 0 7796 4TRW TARAWA, REP OF KIRIBATI N FGN 106 0 104 0 52 0 262 0TRZ TIRUCHIRAPALLY, INDIA N FGN 2318 0 2094 0 2052 0 6464 0TSA TAIPEI-SUNG SHAN, TAIWAN N FGN 22439 0 26214 0 28454 0 77107 0TSF TREVISO, ITALY N FGN 0 0 0 0 110 0 110 0TSN TIANJIN, P. R. CHINA N FGN 954 0 1421 0 1550 0 3925 0TSV TOWNSVILLE, OLD, AUSTRALIA S FGN 6252 1 6051 0 7323 1 19626 2TTJ TOTTORI, JAPAN N FGN 1460 0 1464 1 1460 1 4384 2TTT TAITUNG, TAIWAN N FGN 1488 0 1802 0 1880 0 5170 0TUC TUCUMAN, ARGENTINA S FGN 2409 0 2433 2 2264 1 7106 3TUI TURAIF, SAUDI ARABIA N FGN 0 0 0 0 38 0 38 0TUL TULSA, OK, USA N YES 30215 0 29642 3 25417 0 85274 3TUN TUNIS, TUNISIA N FGN 5129 1 3906 1 4307 0 13342 2TUR TUCURUI, BRAZIL S FGN 419 0 417 0 187 0 1023 0TUS TUCSON, AZ, USA N YES 14844 0 14048 0 19849 0 48741 0

TUU TABUK, SAUDI ARABIA N FGN 4152 0 3910 0 3222 0 11284 0TVL LAKE TAHOE, CA, USA N YES 2274 1 1985 0 1982 0 6241 1TWU TAWAU, SABAH, MALAYSIA N FGN 2920 0 2928 0 4256 0 10104 0TXL WEST BERLIN, GERMANY N FGN 17484 1 18958 0 28902 0 65344 1TYL TALARA, PERU S FGN 12 0 700 0 338 0 1050 0TYN TAIYUAN, P. R. CHINA N FGN 104 0 122 0 182 0 408 0TYS KNOXVILLE, TN, USA N YES 4917 0 5269 0 5066 0 15252 0UAO SAN JUAN, ARGENTINA S FGN 546 0 706 0 614 0 1866 0USA UBERABA, BRAZIL S FGN 1186 0 1464 0 1460 0 4110 0UBJ USE, JAPAN N FGN 2496 0 1411 0 1247 0 5154 0UBP UBON PATCHATHANI, THAILAND N FGN 730 0 732 0 394 0 1856 0UDI UBERLANDIA, BRAZIL S FGN 1186 0 1464 0 1460 0 4110 0UDR UDAIPUR, INDIA N FGN 1460 0 2126 0 1866 i 5452 1UEL QUELIMANE, MOZAMBIQUE S FGN 418 0 420 0 208 0 1046 0UET QUETTA, PAKISTAN N FGN 832 1 1566 0 1652 0 4050 1UIO QUITO, ECUADOR S FGN 1609 0 0 0 0 0 1609 0UNK UNALAKLEET, AS, USA N NO 4 0 270 0 658 0 932 0URT SURAT THANI, THAILAND N FGN 798 0 1272 0 1202 0 3272 0URY GURAYAT, SAUDI ARABIA N FGN 740 0 942 0 866 0 2548 0USH USMUAIA, ARGENTINA S FGN 1804 0 1544 0 1532 0 4880 0UTH UDON, THANI, THAILAND N FGN 738 0 732 0 314 0 1784 0UTN UPINGTON, SOUTH AFRICA S FGN 882 0 856 0 832 1 2570 1UTP UTAPAO, THAILAND N FGN 0 0 184 0 356 0 540 0LI NEW VALLEY, ARAB REP OF EGYPT N FGN 315 0 312 0 312 0 939 0Vey VISSY, SWEDEN N FGN 0 0 0 0 2 0 2 0VCE VALVERDE, CANARY ISLANDS N FGN 1729 0 1335 0 1588 1 4652 1

A-15

AIRPORT APTDEF HEMISPHR CONUS STGFY87 ING1 STGFY88 I1G2 STGFY89 ING3 STG737 INGS

VCP SAO PAULO - VIRACOPOS, BRAZIL S FGN 104 0 56 0 0 0 160 0VL4M VIEDNA, ARGENTINA S FGN 416 1 460 0 540 0 1416 1VFA VICTORIA FALL, ZIMBABWE S FGN 610 0 1292 0 1232 0 3134 0VHC SAURINO, ANGOLA S FGN 252 0 234 0 384 0 870 0VIE VIENNA, AUSTRIA N FGN 5820 0 6195 0 7904 2 19919 2VIL DAKHLA, MOROCCO N FGN 8 0 58 0 78 0 144 0VIX VITORIA, ESPIRITO SANTO, BRAZIL S FGN 2878 0 3794 0 4160 0 10832 0VLC VALENCIA, SPAIN N FGN 206 0 342 0 1296 0 1844 0VLG VILLA GESELL, ARGENTINA S FGN 154 0 148 0 104 0 406 0VLI PORT VILA, VANUATU S FGN 251 0 560 0 934 0 1745 0VNC VENICE, ITALY N FGN 0 0 0 0 0 1 0 1VNS VARANASI, iNDIA N FGN 3150 4 2686 3 2466 1 8302 8VRN VERONA, ITALY N FGN 0 0 3 0 8 0 11 0VTE VIENTIANE, LAOS N FGN 0 0 52 0 142 0 194 0VTZ VISHAKHAPATNAN, INDIA N FGN 1722 0 1774 0 1902 0 5398 0WI SANTA CRUZ, VIRU VIRU, BOLIVIA S FGN 104 0 208 0 466 0 778 0VXC LICHINGA, MOZAMBIQUE S FGN 312 0 318 0 110 0 740 0WAW WARSAW, POLAND N FGN 1027 0 755 0 1162 0 2944 0WDH UINDHOEK, NANIBIA S FGN 1862 1 1988 0 1942 1 5792 2WKJ WAKKANAI, JAPAN N FGN 0 0 550 0 562 0 1112 0WLG WELLINGTON. NEU ZEALAND S FGN 17828 2 28370 1 29044 1 75242 4WLS WALLIS IS, WALLIS & FUTUNA IS S FGN 0 0 0 0 180 0 180 0WRG WRANGELL, AS, USA N NO 1460 0 1464 0 1460 0 4384 0WAJH WUHAN, P. R. CHINA N FGN 2002 0 2073 0 1307 0 5382 0XMN XIAMEN, P. R. CHINA N FGN 2254 0 3433 1 44-4 1 10161 2XRY JEREZ DE LA FRONTERA, SPAIN N FGN 0 1 0 0 0 0 0 1YAK YAKUTAT, AS, USA N NO 1460 0 1464 0 1460 0 4384 0YAM SAULT STE MARIE, ONT., CANADA N FGN 3540 1 3286 1 1338 0 8164 2YAO YAOUNDE, REP OF CAMEROON N FGN 4147 0 3353 0 3493 0 10993 0YBC BAIE COMEAU, QUEBEC, CANADA N FGN 276 0 106 0 252 0 634 0YBG SAGUENAY, QUE, CANADA N FGN 520 0 264 0 244 0 1028 0YBR BRANDON, MAN, CANADA N FGN 1252 0 948 0 224 0 2424 0YCB CAMBRIDGE BAY, NWT, CANADA N FGN 239 0 296 0 338 0 873 0YCG CASTLEGAR, BC, CANADA N FGN 626 0 364 0 0 0 990 0YCH CHATHAM, NB, CANADA N FGN 626 0 550 0 56 0 1232 0YCL CHARLO, NB, CANADA N FGN 626 0 550 0 56 0 1232 0YDF DEER LAKE, NFLD, CANADA N FGN 2855 0 2432 0 2131 0 7418 0YDO DAWSON CREEK, BC, CANADA N FGN 626 0 310 0 0 0 936 0YEG EDMONTON, ALTA, CANADA N FGN 11693 0 10938 0 10359 0 32990 0YEV INUVIK, NUT, CANADA N FGN 745 0 912 0 1232 0 2889 0YFB IQALIUT, NUT, CANADA N FGN 1769 0 1576 0 1714 0 5059 0YFC FREDERICTON, NB, -INADA N FGN 1342 0 1054 0 1120 0 3516 0YFO FLIN FLON, MAN, CAmk,!A N FGN 420 0 374 0 406 0 1200 0YFS FT SIMPSON, NUT, CANADA N FGN 0 0 0 0 42 0 42 0YGJ YONAGO, JAPAN N FGN 2190 0 2008 0 2180 0 6378 0YGL LA GRANDE, QUE, CANADA N FGN 1044 0 1092 0 1050 0 3186 0YGO KUUJJUARAPIK, QUE, CANADA N FGN 522 0 524 0 520 0 1566 0YGX GILLAM, MAN, CANADA N FGN 832 0 848 0 844 0 2524 0YHD DRYDEN, ONT, CANADA N FGN 2699 0 1520 0 0 0 4219 0YHY HAY RIVER, NUT, CANADA N FGH 1252 0 1256 1 1252 1 3760 2YHZ HALIFAX, NS, CANADA N FGN 14221 0 14832 0 14257 2 43310 2YJT STEPHENVILLE, NFLD, CANADA N FGN 144 0 0 0 0 0 144 0YKA KAMLOOPS, BC, CANADA N FGN 2650 0 2804 1 1498 0 6952 1YLW KELOWNA, BC, CANADA N FGN 8790 0 7473 2 5321 0 21534 2YMN FT MCMURRAY, ALTA, CANADA N FGN 1148 0 1152 1 1144 0 344 1YMS YURIMAGUAS, PERU S FGN 210 0 264 0 96 0 570 0YNX MONTREAL MIRABEL, OUE, CANADA N FGN 569 0 138 0 1 0 108 0YNB YANBU, SAUDI ARABIA N FGN 2513 0 2511 0 2533 0 7557 0YNG YOUNGSTOWN, OH, USA N YES 330 0 0 0 0 0 330 0YOL YOLA, NIGERIA N FGN 1279 0 1261 0 792 0 3332 0YOU OTTAWA, ONT, CANADA N FGN 10695 0 15822 0 15489 1 42006 1YPR PRINCE RUPERT, BC, CANADA N FGN 1436 0 1412 0 1548 0 4396 0YoB QUEBEC, QUE, CANADA N FGN 1356 0 1003 1 1309 1 3668 2YOD THE PAS, MAN, CANADA N FGN 630 0 628 0 624 0 1882 0YOG WINDSOR, ONT, CANADA N FGN 2351 0 1093 0 14 0 3458 0YOH WATSON LAKE, YT, CANADA N FGN 335 0 184 0 0 0 519 0YOM MONCTON, NB, CANADA N FGN 0 0 557 0 525 0 1082 0YOR REGINA, SASK, CANADA N FGN 3925 0 4110 1 5168 0 13203 1YOT THUNDER BAY, ONT, CANADA N FGN 6659 0 5058 1 3257 0 14974 1YOU GRANDE PRAIRIE, ALBA, CANADA N FGN 1568 0 912 0 0 0 2480 0YOX GANDER, NFLD, CANADA N FGN 748 0 675 0 62 0 1485 0YoY SYDNEY, NS, CANADA N FGN 1846 0 1464 0 1342 0 4652 0YOZ QUESNEL, BC, CANADA N FGN 442 0 304 0 0 0 746 0YRB RESOLUTE, NT, CANADA N FGN 417 0 418 0 416 0 1251 0YRT RANKIN INLET, NUT, CANADA N FrN 0 0 3 0 328 0 328 0

A-16


YSB SUBDURY, ONT, CANADA N FGN 1092 0 0 0 0 0 1092 0YSJ SAINT JOHN, NB, CANADA N FGN 1358 0 1464 0 1319 0 4141 0YSM FT SMITH, NUT, CANADA N FGN 1252 0 1256 0 1252 0 3760 0YSR NANISIVIK NUT, CANADA N FGN 208 0 210 0 246 0 664 0YTH THOMPSON, MAN, CANADA N FGN 1006 0 1008 0 1016 0 3030 0YUL MONTREAL, QUEBEC, CANADA N FGN 19081 1 23752 2 22533 4 65366 7YUM YULMA, AZ, USA N YES 31 0 408 0 0 0 439 0YUX HALL BEACH, NUT, CANADA N FGN 210 0 210 0 208 0 628 0YUY ROUYN-NORANDA, QUEBEC, CANADA N FGN 0 0 0 0 48 0 48 0YVO VAL D'OR, QUE, CANADA N FGN 1887 0 1204 0 1299 1 4390 1YVP FT CHIMO, QUE, CANADA N FGN 1178 0 1036 0 1408 0 3622 0YVO NORMAN WELLS, NWT, CANADA N FGN 1133 0 1618 0 1588 1 4339 1YVR VANCOUVER, BC, CANADA N FGN 38426 0 38128 3 33322 3 109876 6YWG WINNIPEG, MAN, CANADA N FGN 13898 0 16176 2 14677 1 44751 3YWK WABUSH, NFLD, CANADA N FGN 964 0 976 0 1050 0 2990 0YWL WILLIAMS LAKE, BC, CANADA N FGN 442 0 304 0 0 0 746 0YXC CRANBROOK, BC, CANADA N FGN 2712 0 2800 0 1714 0 7226 0YXD EDMONTON-MUNICIPAL, ALBERTA, CANADA N FGN 10271 1 11878 0 11943 1 34092 2YXE SASKATOON, SASK, CANADA N FGN 3934 0 4688 0 5216 0 13838 0YXJ FT ST JOHN, BC, CANADA N FGN 3958 1 3491 1 2242 0 9691 2YXS PRINCE GEORGE, BC, CANADA N FGN 5052 1 4592 0 3975 1 13619 2YXT TERRACE, BC, CANADA N FGN 1790 0 1412 0 1594 0 4796 0YXU LONDON, ONT, CANADA N FGN 422 0 992 0 341 0 1755 0YXY WHITEHORSE, YT, CANADA N FGN 1479 0 1382 0 1552 0 4413 0YYC CALGARY, ALBERTA, CANADA N FGN 33327 1 33794 0 29159 4 96280 5YYD SMITHERS, BC, CANADA N FGN 904 0 1274 0 1306 0 3484 0YYE FT NELSON, BC, CANADA N FGN 962 0 548 0 0 0 1510 0YYF PENTICTON, BC, CANADA N FGN 2964 0 1643 0 0 0 4607 0YYG CHARLOTTETOWN, PEI, CANADA N FGN 1699 0 1403 0 852 0 3954 0YYJ VICTORIA, BC, CANADA N FGN 871 0 1265 1 690 1 2826 2YYL LYNN LAKE, MAN, CANADA N FGN 32 0 32 0 0 0 64 0YYQ CHURCHILL, MAN, CANADA N FGN 412 0 424 0 422 0 1258 0YYR GOOSE BAY, NFLD, CANADA N FGN 1733 0 1721 0 1898 0 5352 0YYT ST JOHNS, NFLD, CANADA N FGN 4331 0 4782 1 4680 0 13793 1YYY MONT JOLI, QUE, CANADA N FGN 276 0 106 0 242 0 624 0YYZ TORONTO, ONTARIO, CANADA N FGN 44100 1 49334 1 43077 1 136511 3YZF YELLOWKNIFE, NWT, CANADA N FGN 3253 0 3578 0 5142 1 11973 1YZP SANDSPIT, BC, CANADA N FGN 774 0 1282 0 1260 1 3316 1YZT PORT HARDY, BC, CANADA N FGN 708 0 0 0 0 0 708 0YZV SETP-ILES, QUE, CANADA N FGN 603 0 612 0 640 0 1855 0ZAD ZADAR, YUGOSLAVIA N FGN 52 0 109 0 164 0 325 0ZAG ZAGREB, YUGOSLAVIA N FGN 6743 0 8422 0 9322 0 24487 0ZAH ZAHEDAN, IRAN N FGN 88 0 210 0 160 0 458 0ZCO TEMUCO,CHILE S FGN 0 0 558 0 834 0 1392 0ZHA ZHANGJIANG, P. R. CHINA N FGN 416 0 579 0 723 0 1718 0ZIH IXTAPA/ZIHUATANEJO, MEXICO N FGN 44 0 146 0 482 0 672 0ZNZ ZANZIBAR, TANZANIA S FGN 1098 0 412 0 210 0 1720 0ZRH ZURICH, SWITZERLAND N FGN 12226 3 13751 0 153"4 0 41321 3ZTH ZAKINTHOS, GREECE N FGN 676 1 718 0 748 1 2142 2ZUM CHURCHILL FALLS, NFLD, CANADA N FGN 216 0 210 0 192 0 618 0

A-17

APPENDIX B

CONTENTS OF FAA BIRD INGESTION DATA BASEBOEING 737 AIRCRAFT OCTOBER 1986 - SEPTEMBER 1989

This appendix presents the contents of the Boeing 737 bird ingestion data basemaintained by the FAA. The appendix presents actual data extracted from theFAA data base which contains bird ingestion data supplied by the enginemanufacturers, FAA, and ICAO. The data base contents are described below:COLUMN DESCRIPTION OF COLUMN CONTENTS

EDATE Date (mm/dd/yyyy) of ingestion event.

EVT# FAA bird ingestion event sequence number reflecting order in whichevents were entered into the FAA bird ingestion data base.

ENG POS Engine position of engine ingesting bird. Since each engineingestion event has a unique record in the data base, duplicateevent numbers indicate multiple engine ingestion events. Thiscolumn provides record uniqueness in such cases.

I - left engine of 737 airplane2 - right engine of 737 airplane

MFG-NO. Manufacturer's event number. The prefix values 87, 88, and 89imply ICAO events reported in years 1987, 1988, and 1989respectively. The value 0 implies events reported from FAAsources.

ETIME Local time of bird ingestion.

SIGNEVT Significant event factors.AIRWRTHY - engine related airworthiness effectsINV POS LOSS - involuntary power lossMULT P IS - multiple birds in one engineMULT Eh multiple engine ingestion (I bird in each engine)MULT ENG JIRDS - multiple engine ingestion and one or bothengines sustained multiple bird ingestionTRVS FRAC - transverse fan blade fractureOTHER - other significant factor, may be reported in REMARKSNONE - no significant factor noted

AIRCRAFT 737 aircraft type.

POF Phase of flight during -which bird ingestion occurred.(TAXI;TAKEOFF;CLIMB;CRUISE;APPROACH;LANDING;UNKNOWN)

ALTITUDE Altitude (ft. AGL) at time of bird ingestion.

SPEED Air speed (kn) at time of bird ingestion.

FLRULES Flight rules in effect at time of bird ingestion.IFR - instrument flight rulesVFR - visual flight rulesUNK - unknown

B-I

LTCONDS Light conditions at time of bird ingestion.

(DARK;LIGHT;DAWN;DUSK;etc.)

WEATHER Weather conditions at time of bird ingestion.

CREW AC Crew action taken in response to bird ingestion.ATO - aborted takeoffATB - air turnbackDIV - diversionUNK - unknownNONE - no crew action takenN/A - not applicableOTHER - some action taken, may be specified in narrative remarks

CREW AL Indicates whether crew alerted to presence of birds at time ofbird ingestion.

(YES;NO;UNKNOWN)

BIRDSEE Indicates whether ingested bird(s) seen prior to ingestionNO - not seenYES - seen

SEVERAL - two to ten birds observedFLOCK - more than ten birds observed

BIRDNAM Common bird name. Trailing asterisk (*) implies bird notpositively identified as such.

BIRDSPE Species of positively identified bird. Alphanumericidentification code which conforms to Edward's convention.

I#BIRDS Number of birds ingested. An asterisk (*) implies more than onebird; however, the exact count is unknown.

WT OZ I Weight (oz.) of first ingested bird.

CTYPRS Scheduled city pairs of aircraft operation.(from code:to code) 3-letter city airport code. ReferenceAIRPORT column in Appendix A.

AIRPORT Airport at which bird ingestion event occurred.3- or 4-letter airport code. See AIRPORT column in Appendix A.

LOCALE Nearest town, state, country, etc.

USINCID Indicates whether bird ingestion occurred within US boundaries.(YES;NO)

ENGINE Engine model.(CFH56;JT8D)

DASH Engine dash number.

+ Edwards, E.P., "A Coded List of Birds of the Worlds,"IBSN:911882-04-9, 1974

B-2

DMGCODE Letter codes summarizing engine damage resulting from the birdingestion. This column does not exist in the actual FAA database, but was developed by the contractor to compress 17 YES/NOdamage fields into a single column. A letter code appears fordamage columns whose values are YES. In the explanation of damagecodes below, a number in parentheses indicates the damage severitycode which is further explained in the SEVERITY column. The database column name is given in the explanation of the damage code.

A(4) - ENGDAM; engine damaged due to bird ingestionB(3) - LEAD EDG; leading edge distortion/curl, minor fan bladesC(3) - BEN/DEN; one to three fan blades bent or dentedD(2) - BE/DE>3; more than three fan blades bent or dentedE(3) - TORN<1O; one to ten fan blades tornF(2) - TORN>1O; more than ten fan blades tornG(2) - BROKEN; broken fan blade(s), leading edge and/or tip

pieces missing; other blades also dentedH(3) - SHINGLED; shingled (twisted) fan blades1(1) - TRVSFRAC; transverse fracture - a fan blade broken

chordwise (across) and the piece liberated (includessecondary hard object damage)

J(2) - SPINNER; dented, broken, or cracked spinner (includesspinner cap)

K(1) - CORE; bent/broken compressor blades/vanes, blade/vaneclash, blocked/disrupted airflow in low, intermediate,and high pressure compressors

L(3) - NACELLE; dents and/or punctures to the engine enclosure(includes cowl)

M(1) - FLANGE; flange separationsN(2) - RELEASED; released (walked) fan blades (blade retention

mechanism broken)O(M) - TURBINE; turbine damageP - OTHER; any damage not previously listedQ - UNKNOWN;

SEVERITY Numeric code indicating the severity of engine damage resultingfrom the bird ingestion. This column was developed by thecontractor after analyzing reported damage in the data base. Thelower the severity code, the more severe the damage. The severityrating of a flight is determined as the lowest severity ratingattained by any of the damage categories. Corresponding severityratings for each damage category were presented in the DMG0CODEdiscussion above.

1 - most severe damage (damage is known)2 - moderately severe damage (damage is known)3 - least severe damage (damage is known)4 - damage indicated, but not specified9 - no damage reported

POW LOSS Degree of power loss as a result of bird ingestionNONE - no power lossEPR DEC - engine pressure ratio decreaseSPOOL DOWN - engine spooled downNI CHANGE - NI rotor changeN2 CHANGE - N2 rotor change

B-3

COMPRESSOR - compressor surgetstallUNKNOWN - unknown whether power loss occurred

MAX VIBE Maximum vibration reported as a dimensionless unit.

THROTTLE Voluntary throttle change by crew in response to bird ingestion.ADVANCE - voluntary throttle advanceRETARD - voluntary throttle retardIDLE - voluntary throttle retard to idleCUTOFF voluntary I rottle retard to cutoffNONE - no voluntary throttle change

IFSD Indicates whether in-flight shutdown occurred in response to birdingestion.

NO - no shutdownVIBES - shutdown due to vibrationsSTALiSURG - shutdown due to compressor stall/surgeHI EGT - shutdown due to high exhaust gas temperatureEPR - shutdown due to incorrect engine pressure ratioINVLNTRY - involuntary engine shutdownPARAMTRS - shutdown due to incorrect engine parametersOTHER - other reasons, may be listed in remarksUNKNOWN - unknown cause for shutdown

REMARKS Narrative description providing additional information concerningsome aspect of the ingestion.

B-4

au*wJ~ -jA ji-

C. Ng W I NgWW19

MA 0UU us 0 w00 0AU 0j 0'a. 4A W a zz 3.W z LL

Li'

LUUU

I bi-

I.- A-U

I, . C 0 "I0iA-. Ma I-. -mw -j 0150

wA -Jw P06 4C. I.--J -D ~ O

(U,

-J.dd 2

-- , -*. (%De1 a 0

-A.

W n 000. 000 0 0 oC- 0 0 0 - 0CO0 00010 -00 40 00-- 0,m ma

0 .000000000000 000000 000000000 000000,000000000000

0O cc cc

is00 00 000~0 Wow 042 ots Ix ot

m - WWUJ w wuJwiUD- I-wi.- i-wwwWLu~Li-I- .U-.-.--ww ww ww ww www ww-iwUJWWWJUAUJUJUUJUDb-JJL&U--i-Wio--wUWUjUJwuUJI.- ~ww.-iww

- 0 00 40 (D0 00 0 00 000O 0l

* 0 00 00-0 0;0 0 00 000O 0m . . . .n m 4 l C

3. N 000 - z VA An n 0

1-- 0:aA LA -,F 6^W6% m "-j-pv2 C

2c .

I E:

I.-s pn pf m FMN NN.rjOf --..- M-N.-.- '.-.. - - WNNN. .MM..w.M.n >' NY NNc (M riNNNNu NfN -a - MM .

CC

B-5

'm : O0O'0 1O'O '4OO 1010 lO'o '0100 10'0 .41010 10'O'0 .0'0'0 a0 %0%O0 .0

Li.)

I. 0 0 -C000 0 00 0 00 0 c0 0 0c

wC -- -c ; a a < ~xx -C x uJJx- LU 39 2 3WLUU -C r4 N -W- P4Usi-XI ~J.' Uiw -C C.j.4

- ~ z 3 zi 3 N-j a w zz W- C=2 c

-z- -- i-z 2c<< -- . -. .- ai CA - ~ -. si wwq ' '

(. Q -.. 00u~ 1. z -u . > > 0d >- - X -. -0 =~-o $-mcw -CC 3 Li* ~ ~ ~ A .-X * 3s -X X .~ -0-J -1ul--0 3E"-0. -C .... O Li~-U *

wX wO) >- WZ 0 ' WD ý. -.. J.-0<8 O~ Lii wo M .- ti-LUo P. vv_@0 -c U<.X-LXU 0X.-ý 00wo cu J~

*j UJZ * -w _.~ 3 ww LagotO.. Lii-4iXa*'fX0 5 0 - -u~a X-U'a ~ o~ .. a0 s - .0L.<-4 .u0 .'. "Og .3 OwW~X 0 <i. . ~LA

-j~ U XLi ~ ... J.-~ mw. mmmm<JrX- 3B<LU -X > 0 i i..W ~ J -- UjLw-

~j LiJUUi-XUW MMI--WUU~ f00 00 WWOi0- Xm<= U m0O ~ wu0inOi ju-i. j=33. Jmc i.-clo-.C u

I-, ý ý Z < wjuý =~

0' DW m 6- 6-2 00. =.a- 2% 0 W Loa- 0 3 00u 259 ?1I X 5-..-u. Li w 5- Li UILX i ~ 3 0 L

I,~c fm . I0:0D15---3 0 X.

0'

-- n .0

C-.

LU.

A 4JMU 2%K Sn fu N% a-X

00 * 3 01

00 *U InW UJ9 -j

~ 4 LLUE 00X 0 W -

3c Oda 00

T2 -Jz N .

W 2' - - 0I

LUA

LU LU'Li

I- 0' 00 000 0 00 0 00 0 00 0 00 0 0- N N

B-6

*~a.

tou -am a3d 9L

avi as at at MM =>

0 M. i H. 33If a IM *- Maw

j: C! a 9 1 CW% 40~~1.~( (A m

a. - .-

w -aww WW WO Uw

a ggn 8 sggga82:MMM~~zMz2

mun 0onn0 n n Inroi

IR .4 low ItMA 4 0 0 M

mun lo -- -- . . * . - *M.

us -- -- -- -- - - - - - - - - --- - -- -- -- --

#4.-7

0LUJ LJ.JJU (J8 LU W LUJ* Wd 0 U>04( > 0000 00 > L > 8

-a 0X U L WO L,1Ji LUA m OW WU 0- 0 WJW 0 0

(a w in wn =W w CA

OC 0 0 0 0 WULUWO 0 000 0 00 WOO0o. X 2t 29 - z zzz z 33 .-z x

LW Lu LU LU WWLW LU WU WWW WU LU UAW Lw LULW UAWW. ca CID CO9 n0z.zrz-o1 3 cooi33 mm n m z 'co = 63 33 3= pezininac S- ". -03 0i.-0 -8 1- 0 38- 000 1_ 0 .- 0 0 00 00 00P- -(4 41 KC K= x C m 340ca 333z 3 C. 'C 3 'CC 333 zz am xz 33 z333 <3 <

Lu. .4 W

0 )O)UC U) u IL 0. u -UUI uu

-a,9

ItL 6%,mU

LU' D( 0LI C 0 U)0CD 0 0 0D DC 0 00~ 0 0~oý0 0 OOO ,fl 0 0 Q U) c 000.' .4 0)i UM M ~ 0J -* u44 0* a)U.i) N N N1

L' 00 00 0 00 0 0 00 0 0 0 MOMO00000 01 1 0000 0 0 0 0 00 00

U) 8fl_, 0aQ zWW W U)AWUEW Q 0xo x 0

'Cblat w

31 23(1kk ((2k2'A 3k3 PAk~ (A (((1 w1~~~~ 31(3k0~~~ to(131 (ZkL(1kL1I~

,~mno cZ. .Z Z lZ 0Z U Z Z L aIULUU~L a1~1 Q3~1~ a L'Z

* 3< LU0 ofLLU ofUW0 3 U M0U Z OW0 U W U U U U 3 U 3 U U W U 4A Z L 3 L 0 0 L . J 0 U ~ L at 00a>L Iz =x 2xz

mCmC C* 00 0 0 0 0 0 0 0 0 0 0 0 0 000a0000 00000 00000C500 0 0000000000030100-, ~ ~ lý, 00 0 0 0 0 0 00 0 0 0 0 0 00 0 0 0 0 0 00 0 0 0 0 00000000000000

C2..ýcc

3r oo 00 OD CO go 10 0ool

mZZ x-. _C - - 3 --3 - - -gec

l-' cowlU int inLUW%004 'a LUW tn' n,; iInS'A M:rtM w

W LULLLWUU -UL8LLLLL3LL3I3 UU-UUUU--ULLLLLLIiLLLLLLLLILLL8LLL'LLLLLLu 233 Z >.333 33.3JJ3-Z 44 3~3 3 ~ 3 Z 3 3

o oo o oo Doo D~oo~o ~0 0~0 00N ~44,

-c 00W 0 0 0 0 0 0 0 0

* 00 0 00 000 0 000 000 0 00 0B00

(A*

m... 10 aC 10 '0.4 '0 10-4 '0'00'

* -- b,-3 -22 u21, -- l-sla -wlu. l------52s us22"-M. S - l -- l4-3--- UU2IU2__ý_uuu _.--

U) to (4OG)G 4040( Go(4tego4 A 101 (a (0 (A go WW(U)* Ow0O00W0000 wWwOO0 Cw~awwwaowoOouoowOwO&ujO0OoOWWo

M ac MMS a

N ~ ~~~ - .: i . M- J 92=2w X' j zw( _j dw -Ja N --

.wu -w a-..ww ' )U 4.'a-20 -a -C -aC -J ' ' -cc;n M _ . S-CLU0

*.6m !!4 ýA D-O-3 4-0a In 31'-_=eeJZ*O -.- O* U I.-- = xx --- K- LU ; ME N Ww-cto no-Z .9 O= .U -Z= 6

*UR .. O Cum .i~ ld--01- wa.- aww-P- of -4x~ -M i-- Z.*u u.C _j OU O996 44IAZmuwc ..M _'q (( -. J0- j§12 --UU..jI 04C - I--

dw. uoOO0>UoO 0(K0in--vo0Q Ko0co.juc33K Mmý. ec0WwwUXUMMU0UWU0dv> =wo l-

to: ---)- JU X JP4 0 U _ j or Ncc(a M.Z ui w~ M.. m

0. x z uK 0 O0. x = 0 K a

2c S - c

U. 0e 0 a~ _j do.0 ' .

P4 -r 4~ in in~

m.m

0.

_j Krm U, K K 4

I.--X

0 0j aJ g~ Ix * 8 FA

a R:mU '01:a

K, U ~ K -- -- -cj - C -- - - - -r " " - - . 4 - - - - - - CJ - -M " y - -aX C '

----------- NM.8

- B-9

4 on w FA 2t -e m

um u- I.5

14 a a s,ac

U) a w mo a mm0 WgZ MC.S- 'C SV

In ms, ' -c CI* Ii HIE z tig-

a a

an. 2=0 w>.~c a- 22'Cz a u aco a=0S22

MMi,D: Sc0

us~ g~

r' a w~ U c u U)a a 4 =sOF ZZ-Z - -Z Z C.

I- a.

Z Mi 10

a -aU. 'A ),-luO 4 i n IU -1 1-

if 0 0 0 00 us 00 0(.1 3c a za z 3- wza z

U.c

a: w a ago Mi Mi 3c ~ i gi Mw Mw 0w aimi

C.C czo 4c O s-qct

I.- E s-c -.-% -,X- -, -.- z -a 6,1 0- 9xII -a, i rc on s Ois iM Sul ifs if -ifi -if s-

M-JýJ-j~~~~~~v u j I - z5 , 5 .1j5--us.U s-0U 4 h U M U u 9 uU IUu su

0. $- s

_J. Wi ~i-i: o* 00 U a

WW.L w W. II. WE E W S l . E W M W W - w

M 00. 00 0=000. 000 0.- 0 0 ~0 00 0.- 09 0 0M w-- 0CM

Mi' 00 000 00000 001QOOV 000 00 000C1~gg 3 0 0 000 0 N NoC

000 ae

in "8 A 6 (a.U

of 09 De ac =* .. L U U U. . . U . 5 WU '.Z . U X. at .( 3 U 4 z a u z s za z U

*U L&bIL .Z U -~U UUU . UZ~Z. ~ .~ U. U.W. ~.UZ ZZ~

a: o-w o.- a- 00ww-O 000 0a0l-J- 0aU0U0LJwww m0U0- 0000l-- w w w W00 00 -000000-000000ww

if 04 8 000000000 Qoo 0 0000 800 0 o33 833333333303333 03C333333 033

*PAJ "C4 C CY Im -"m MACC'0 MCG~fa -0 00 0S loco

,1 0- 0- 0 f --- - -- if S1?

I E

UiE o0 0 0 0 0 0 ~ 00 0

F n a.5. a ~ m.P. 000UMI 0CW% 00 0 U umm~el aoa 0 O-i UNO CO -- Msl"

q 0009 3933989 00IS00S10en soM'Soo00 619SSS600NP00

0. M -_ $4 U'. An I-u'. I- fn.E u'.wnp U'. -fitn

3* '0 10 1 100 10 100' 0 ' 0 10 0%010 10 a0 '0

En * O000000001U000w0w0o00000000000000uJ00000000 W000 0000000000000000000000

q- I'>- -CU-a CO-n 0U 0J~ J n J E

-K 2c 3.N - U4 -i ax 0".K.C -J N.c- ogP -C=I31.-- _jj i. LU z) MC K31 -3cu z W...J... -. CS WU) =X- >--i

*L uj . s-l (AZ.~ 1.~rZ~- - K 3NrnC U-- . L4 z A!O. 3i -n* P4j. 0 Mul AC- aMnLh-AIO Omm* iu:;:;u ccw MCC-- 809u U 2=w:!M >- - _jW~~.JW MIu Mrn .- McZ LUS- OfWI- M w Ecc~

(A *- ! Euj3- L 3 m -U W 5c~a go lx¶ui' DU -=Ul Oe acne,-- a- .K -C !!o .zrn= 8- -C 3zZ V-.JU =w P.- 2c Ct n *--o ML-Z _

"cz~ .-ccj -* - 00, Z;wn! C Qmh 7 0z-E .- W a l, 0-n -n i U w a0CO LuR-rn- ; -arnC Mae~-Zi .->QCE .~13n-3~IW 3- WU3EJ. w3- Ow "MflWUI Ix 1L aZ -C-* -J :3.K LI ..uJ0E w.L -

.Jw w~Z Ck .EJ U- u3JE0- -~ na.-~ L n Z ( DE W

_J' .-_ -zzjm 9CJ .4"-j> 0a-a-=Ou w z-a- MW-J)~ OwazeE- waCD MI--w Kw -- Cdw_Vnuc ...- r 0 M~n~ ZB".JCMC MO#n I-Mn zn ;n*-r .EnZ

rnu _j z -cmr-.i M= O 0 MW §a re KWGMS

X1) x-aUxZjýx Mx-aaU-L&iUv= x w"I caoxa am )3xxa-nE~- wow xxuLi ~>X-J."UUxxw *-

w ~ .1 3z LIO .JN X Jm-1" u

u 0n 0.u 3_j- =

01.

0 _ O0-4. 41 C%1 - 0 - -- -

ca .a L-W

us,

En 09

rn.a -t N&U.-3 2

:~ 0' NEU-

* tu C14

go ' n Ma 152A0

3' Lu3 I

LI > 01 MI.l rI-m. ..J0 -C -' run =O R;a' s- ..h-u. r. Q E-

~* o. )ZLI3 . E nLU30 EEn' Afr RP"C -2 ; _%frc1fco- - - - -

"in VIt ~I' COO C9 000 D gg I~nnu~nnnSnU% ~n G0 o o ooC:o O OOO O30 0

IDB 12

r !w

WE uca a

* i ma n do

.jW:

l (a 9) -A FA

*~~ -aty - - - -m

-. ---a - - - -- - - -- - - -

-- .jB-13

4.M.

ku. 0 '190 Ow 00 0go0 c00

4.1

U 0 ww ou w mu mw INW w ww = 0 w mu Lm

al mu - g Mu wu A

us UJUU LU ULL U Use.1*, CK Dc t U 9 I NO(

4c 1- 1 . OOC . 0u =U j

ku.

-J: U. L6 U. 4, U. w.

au.LU. 0.- UI00 r0 00 't000 mn 0 I- c rv O

.. CM> JNNNN> >I on'-.*I-P ~ W4NW> W9 mN N

W: 00 0 CO(ONoOo00 0 000 0000o 0040 000 40 0 0 40 0 000 CDC 0 000oIn U 0 00 ,In 0 0 00 0 0

-% 0W 2 wM rn P,

*U.WU.w0 U -.... u goU UU. §0. WUUU0U.0 0;90 00JUz.UU.UWUU* ~ ~ ~ ~ 1 cu--1-- Ioo~o000 I " WU -0 0-01-Ma mumo~wo~wwuzmZW~ MWO WOv WW3W0 b0Z~mu MUO I Mulf

I-,jb.-:

LL.

m * 0000O000008oo0000OOO000C)OOOC'00QO0000000000O01000O9888880QOIOOO0CO222m2m0lO

*i cc0L 0 wI-.ax OWax x a

-ig I3 wig

*0 0l 0 o00o0 00 0 9000 0000 00 0400 00 00 0 00=0400.0cnc 00 0 00 00 00 0 0 0 0000 00 000 00 00 0 0000

Q. - 0 G t-'t 00ý;, -* Vul- WIo-tOl P- mn0 ~ Nw lctN~ WI WWInn0 ON

W -. 0- 0 NOC00r t~t '0 O. *m0-ION~ 0m N-s..t mo ON 0 ON- 0oI't-Ui SNOI

U. - - --i

0 3.- - 0 0O

P! P!mn'0ffluZ ' 000f 0 do go 4-0 go ' NWIO.0 got.Sndol

I "-

44,W -- - - -- -

B- 14

W1 Wp n.

2. '01010'01 aC -0.0 Cl '0,01 0 10 '0

(A (A 4 t MA fb goM -U)Wa 0O000000O000 0090"A000000 00000 000 000000000WOW00

a,-z m z~3wz z=)WZm~w z z

z zc ,-

o* 4c a I- z as q. z MLw W ma Wa m a '

a WWL Uc #--J W MHR -.- W m-I*OO 90 =- OMJ O C ollJu =0J <U- )- &

> a . -J) a ;i Z45 Z!! a. 8a cc- ,w w - 1* LG=U .4- WI I-s MWO.MI- an Oz I02 LU -j = mA =04

a-aG W a= % -- I.--w -.. n;;* ---. - ~ a w w ~ -C= -a -J (A 'aK- -a U=a -4 aC -u -99 IZ a

a> ~ ~ ' ZLtb-Z mu a O~-.- -ama. -C =I- =mOw a a~n.O m w ~ur-W-j ou ýMb MU -Z Z I aUU .2 am . 5 >

a~~~~~~~~~~~~ 8,W~n~ 5 u ~ L .. ~*~4 n~nUan - I ~..Wa...JO(ýz R~- . aZ~-4a3 man;;~> m-wz-a z4Ka.~- !!w2Q.0

-J.Mzmol-YbLJWOCDZZZ-,W 4-cauaM C Yb rn-u 02nJb-n-J =m>. >-aý -b I co -an-aOa 2c .

UO WU-an IJ- W-j j .JJK W )(.-U. LI-1a( 0 UNL u ol..i-JXb-ýWuO)xx <Y>X >XXXb.-a)Xa~ X" K

anC23,-a 0 he5 1 -1 - C W =Y~ b -aJL u LI b.-

LI- an50 (5~m . > co )I-

1.- 924 '1- aN * d 0 -C =Ow 0L

0' N N'aY

Yb a .- r r ~ ~ ~ ~ ~ -- --.~---ur- r r -------- rr rr

an.n

I.m

C' a"n , a

is mWW.

* m20 *. m m 1- j 0n 1 N

a *I- 8 ;-

m W*I C430 0Wb

b- I^ mIn -- 0 ia-r0 g22w00WQmLI >: .j 4 J a b

Vil C, - - - - - - -

K w.

-B 15

* = ai

0 N!S U .

*JU 5 mUcoa 0 9L

as a at

to raa

4u: usI

I. 2c 292c z l

W:

tu t.

m In.

ml.0.

I fi i

S Ik ,

§ Z7

UA L

c *u

B-16

0160 W 4U0 1 ma9 cma 8.U)1 NO uo ). .)- I

3.

PC 2u 2 m2 Z m2 2

aumto I- m

30- 31 3. - I

01. 5- 5 -- %

w UsW . ma us _j 01u A

I. I... J S.S. . S S .S

a,-.

ma: *D4 <a a2 cco oC~;g a f~a cc oe 0 0 -01ý

ma~~U cooa eo000 aW20 0 g ccm cc 0 ORR o cec ag0 e

mz 0!MW! W IuMU

-I..

.oco-crncc ooce-oo--c-- 0 0000 -0Co---ae-c-cecce=0 088 888 88 0 0 0- 00ococ-- o c. mmaaewwwmamzcawamaeazc~awccacamaamaa ccczeC~uzzw ooaocwamawo2c # m~curccjm~clp

0 o U)( WW,

010 in 010 m1 0

:m0a.0 0 0101 01 00 m 0 100 01 I 0 S. 01a mmamaammamwmmaamma-ms-aammaaiwwws.-aamwmmaawWWmaaamma-UI-wwa00mamaWIW0maaW

(2-c, rlflGLA GfA I~nlT- cm 0000 ww r- inl..J fin C)J Z Z0

maOI-o. -0 0- 0 '00 -000 0 01 0 000 11 s 19 0r 0w : P*'1 rI N21 pr r'If --n N- 00 2 9V- - .O 0N

maW -r m - - -- --- -- -- --- N

Z- 0 .Ia.IO.N0t0c~.N-000oIS a r1-000 014-(1*0-00#-,9.1-.--?0.1401-'001010. 0-*-11#-.0..11-'0.1.r-00I. 0 0 0- cc . -coo - 0 0'0' 0 '%Slc. 0.o - CJ""= ~ m f-ý,

UA .9.

0 a.~a maoooclo om www w wvN.--N. v-4'.CNN .-------- N-.n JN NN-------ma:

* c4-0.(0~EiO.-0I9 .010I0'M100O*'0I - I.000.4 ve-904'00

W-r 0. on pn _

at %CI a0 %0' 1* aW 2 U 2- 2- 2-D 3- 3- -U 2- :3- 2- 2U 3-2-U- 2" 3-U- 2-- 23-- - , 2- 32-- 33-S

C,000woo~oo0000000000wo02000ý0020

-C at-

I. 6*6* .2 -j6*66*~c 2c OOOOOuawOO OO WOOOOOOOOOO-OCsOOOOOOOOO W* ~ 4 z~zzz~z-zz-Czz-zz~ZZ~~ cq 2c -K UOR~z~zZ~Z)z

'4 W). M W 44ý -i dc4-K -P ze 6* 6*

I-0 i.I U0 )-0I. 6.6. U -a-. - DjLi P- 2t 061 "1

-.. Co 0 .-6a1 -f~J -De--CC 0-KL U

F) -K =0a 5) 4iwzc .2oa .4m ~a.a~Ji a*7~ ~ ~ 4 -J),- 0D -me -IWO* W* OTi - 615.ul -. J 6* 6 WZ4 ==*~ .- = Z . ~ 1-.-UJWJ- .1*- WJ - 3 -WC

.~~J.- W!!)- or4 cc* =-C in46ZZ~N-14 m u4 ~~ 4 P -4C ~L4 I. U6*4a.4a 0 -0 Z..i

0 .' < O I-&K .-J -K I

!.CU4N6*0 0000WO6W.JCD4 WC6L&=,OZ: C6N"O<I-OQ .OOON owý-wtwoo2jog uioi

4. .CD-a x4 X -i- Z=w6 xsa XWX X).-3RM - Xý X > X -1--~-~ 2(.-X -J)~.2,cXXX 0 W X 26 6 Jf

O'CD0S 2c cc 6*>-O 3--aac D K -W b- 31-9 X4..j 0 =2 W

OW -J(3 .1 CL 6.u- CD C20=Z xt m ID -m

P4' -t - -1

81:

UJ* a~ it d

-. I 99 W

6.2 2c

-21*-4 U 1 i 0 * =

10 - ;1.- LL. -j - .

!!0 0 :

2 M M----- M- M-- - -vm~ -- ( m""C- 0

mu W, '

- - ----

wags nowZ A 0151'0 0-CD ONN.PJ6OOJ 00.N SJ CD C .C U.fl gN0a 0(N 00 .6OC3CJo

93

B-18

gm a su U IIMI -c 1--1

to II iI-

t Ix t 3.do K a; to I.fa- .1 as

m* a al w u a_ M aasu

eas l= Rearm m

-* .~ ii* - W6

-0 Inu a

Al U a- AUif0aga w~f.j w a A

LMU~- -- 8 I o, I

Z a.to .

w -. -(m - - - i - M- -r.fl~v - - - - l- -C~'J~" M%% - - - -M CI"

aB-.

us -j -j- -A -A J-J -

-. ))uw w~Uw3 1 3 3 i -m. w oU. MaraL01

0: 0o 00 0 00 000 000 00 00 0 00

a. oz4c -C zM xM M X-C z U2 4c 4c 141114 M114 1 1

Zm. us 01 Law W. wIAaLUww W w LL cM

V -j -J-1 ... ... z 5 Au w A -i -i A Jj i -

co. I.-

LI 11

-mc .011

-1.

_J: U. 416 mmmm m

W: 0 1^ 0oco0 mnOOO 0 C0 0 0 0.- 0 0e0 0 0300 0 iCL Fn W00- in.oc,9O g m 0 .-> -* 0 00 In VC-.!Z 1 0 S

0A w er. r r O - +-r - -Go..tr'.er - 0

Au .)O 000,00 00 00 ANOOOOOOO 0 bIn 0 0ý 0 0 0 0l 0 00 40 0 0

9 fft cuN

A-.ýW& Uý w u wýOJttSw.-, n §A~lýAu

cu0000-000-000000-woo00 000 .0--00 000.-.L0100 0 -00 000000.-0c001* WWW~CWWIOWWWZWW~u~uW~uOOZOOZ~uWZOW1WZIWOuOUW1OuWWZWWA*11A1111A10-Au

IIA.

'Zo a

COO ago 0 0U

:00 00 000 08400 0000 0 U ~Au mm ok Aucu n n(t % n C mmw A0

u 0 (U0 00 04oOQ. 400 0- 0 0 00 0 10 0W1000 0 0s0 00 00l 00 O 0 0 0 0 0 0 0 0 0 0 00 0

0 C-l.O .

M00 go10 soG 0ogot10 g

AUM.

t20.

Au

W M4

B-20

a'0 mw- . ~ ~ -w towgo pm.' o.m. n-.-- Mal -Mn 0' N. mmi

z 010%0 10 a0 1010 10%0 '0 '0 %0 10 '010 ' '0 010

Li':2,

Yb) OOOwouoooOoOw OOOOOwewOeOOOOOOROOOROwOO20'0"00u ww0uuOO~Oweu woo

aC a)-L 2t -1- -. 9 k L I 2~ C-- c

Li ZLU -CK4 a*-J -& -

c p-U (AAt o U Au MK uco a.4umiW -"0 -4 - -* :3 W0W m U. 4 .L i

NO~~~U -- K 0S- ULJ I1- &n - .

MaGX 4UZ-Z* -N4h -- C -M W'- elZ w.cf w. .W mz.? L~E I- ;zJ-L L Ja- - J! LiW - -- . wi -4in 1-- a .0I- I,- (A..5 Z> _UJ0 - W 2 Z 0W

inb mt; WO.O.L I ~ m n~w- ,i - W= m -4n aQ - 9LUn 2C wi a -iiO in-~ * -- 0- 4u-z Z(AWb=in 9.Z.O~--~i 4CWM.. MEW -OAen ..- -aa -i

U) Z~i Y (z4 = 4c .i- A 0~AA.W Z -. -Zt1-e1-.JZi- 2c W~~~n -Cld >-i CSM-- inJg-am Z592in za -J a L.L

ZUW00 r4( -j = XUZ8 U. Uu. Z-j W< w" inC3 -8 >

CL w~ =i o04 z W-a z-j -Kn m I ~I, 177 . .. . y .* tt** .9 9 , 9 9 .

m 4U jan M= 21- w is MIL m CO .

U. a z -C mb-. m -S a s.-U u - i

9-. ** N G *0~'V Nv 0

0P . CM 41

upm5 NN-,

a'K

IK.-

I.- ina'NN N -j N --

w ;'ac.wz -in W9--C

u L *j a 4. 1 m .-i~i -Jo -jui1 c n-

09 j~ L2 I -- 1 9oo w g-J

2U :m WU ' -N-N-r MCMf% J. -------- --- ~ -e~.-. N~NNN~N N-r-N------

Li

----- -------- NNNNNNNNNAOnO

B-21

U) aUPC L 2 a 4Lw

*L - m*a -UUm

*i -a L(2* 0. z zu ' 3

* LU a -o 3 O

.0101 (n C2 .0 c a. 01 0a do 1-. 'U a

C04-i as= g - - a- - Em --

v ~ ma .. a .z a j!se 0 2i c u-c

-- - c ,-i ci a:w -0 IL -C ;u 4

ad.-C a IA a Uaaamu-a -z zmnO I ` w ' z -- M P01 .C

-0 0000 00 01 -0. co-------o 000 00 0 01- 00 01 0000z10 azazam m m xmm~a a m m am=a a= mzm 2c m c ac

W.J .a~a .a~~!...aw ~ a ~ J~~aa

-40 ~ ~ ~ ~ c m ~-a Ja

> u " UCi

muu

0'

a. u

0 1.I.

w UU

LI- I-

c U,

B-2

01 02 UJVJ j

MA. 0su: 30 2321--1-2212

u. u m J JLJJi m u u u u

aa In Qa. go~aa a

-,

IN w cm cc 3K at>- 5.>

0.

pn6 9-cw

"U. (3 04C 030 a cli-it -3 A.-

vMM.

S U U) U) U

OZ 0 000 0ý m 00 0 000 minu'C.f000 000 00

F , w WQ on C) :re 3.0 r~ 10 0.- ( re N 00 C, WIN.

MA. n0 0ý If 0R 00 0= 0 0 000 00 777 00 00 00

0. 0 0 00-- a- 0 0 -- C, 0 - NQ -

Ia a

ui U.U.

de 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0000

ooaaaooo 80 ---z-----In

(B-2

5',Kk 5'5u n in iN n -C r. sn -C ennn N N n

M, %0 ' '0a '010 ''0%'00 ' 010 a0 1010 0

Kg I---I In

I.c xn Mn IMMU) Mif Mn ln _0 1 c=.- 00 00000 0000 0000Ww 0ujj0000Cie 000u00000000W ;0000z

ui ;C 0if-K a 4u S f v . K -- M C-C Aux -J=-J U a-en~c a a2 a!C in 'a 5'0'

< ->- ýjU 4K 5'Qe =0 ! 5' _j aW -43 Cc* 3U; 4 0aZu 1<:-: n 5 0.x LUZ L) -i. § ZK- < W .2 )

0* 11-=U !- ' - Z5 - 5'idA LL M.~--J

5. -cow 5'L)< = P-.0( -).-Ox wo (li < ZO K<W j E Z =<W..U)* cl wjwM.~W 05 U -- W > aW MMO ..ZZ =. (AM x< (Z --- 5'ck 5'WW.JK1 cama calm

0 "R .5'L)3 0a'a -1 '. - K v~' O -K 0 =~5' = -JOw502 05' eng ISE -A< KU -C u WW0ZLU of > ~ 5 ZTW

0.z 0 ~ -Oi K ww c''-..o 5 ' .--- ' Z'0*~' ~ 050' ~ LVI' 5~ - ' --IE U IU.0-' .s I, I~ I IT-en0 T-K Týu"0 Tl -C-T-(Lt.uaK)e(z. ccz 55zo-zs inn K- 5'e cc FAaZK U5 KoCz P4 x W!A'w-'en' KKI- 0 ZK5IJ55 cc K w'u Flo =U M55W l O K' 'u

-J. MiCsK Ca.-~0 (A 0)5-> K 4c c (AU z5 z faJK -- C31..- z3 50 m

40.

a. 0 0l 0V~* 0 K-a'aO0 OO~O3 0'a~0000-Jeen0 0O000~Keaxn5'0~ow 0OK0 mo~~emgo tve~i.-L~.UIK e0 KuaC%1~. ' ~ .S ~ Z uu

1-5(1) K C U ) U ) K U .00IU u0.- za.- en 5' 0 en

a:M .

uj 0.

'U.

Oa 00 0'' 0

a. in- N 0siy~B-24

SU

in I U -WJ

-Jul. "A to Cn C0 m auUN doum 09 -A ~

a 99 Z - . l* I.C Lug a w ,d 1=L, a go a -Ix Mr 00 mu M an ow .§

w m a us0 0 am MAO, rau c w z M Et; _j~ In-

_J a 0j i

00 200 0 0~ 0 0 gUUC 29 LU W ve a-a M

0: ulL m u- m

(.2 LU .Jui aL U ~ Ui .U. W mL. A W LU

2c zu mu MaM

at:a

-A,at k : he

U. t;

mu.

a J.

404 am ww oo Cceo040400 4% m 4

a,: r .. .. . .. . -- - -- -

B-25

LU*

LUU) LU

08 2UJ LU 0 A wL ULUMVV4

a,: 00 0 00 0 0 0 00 00 0 000o 00Li 2z a =z 2t a 22 22 M z X2

U.,

3. LU LU NO L oWlu u wo Woo LU W OWCLU LU W LU LU N

LU* 3-).ac W --- m -a mm

b- 1AC ac 2=xLU~~o LU t-U LU LUm owwuiw -

§I . L mm W w m n

LU'

a. * )ý NO c.0ap3L CDC.*0V a~ M 0, .- 0 0 0 0 -tNVWO-t >afCA. 9---+ + 9 0 - . 0 -!29

Lk' 00Q ý00 0D 0 ý0000 ý00ý0 0 0 00c~ 0 000o 0~ 000 a 00000 000

-I.

. . . .=

,222OO2222222222222-2220O0O22O--0-0-000-00,-- 020-0-000000000--00-0000* -2LLULULLULUwLULULULULLULUULUL~LULUUzO=L"UJWOU, ~LUmLw2ZU=UaZzWmUa

0' C,=CC-DDDODCC-DQDCa>DC,0D3Q~ca~a cDDO Q OD COý O Q C>0 C10 CO O O Q O

0. * Lia00-.

ao a in

a.00 C!0~ cc cc 66 a0

LU * LLU Lwwf O cc 0a UaU 0

z WLUUJULLLUJ LULULUwwwlUU-WWLU ULULULU -LULLUUýLUa-WJWLULJLULWULWULULLULULULULULULULULwuLLULUUWo-LULUULULUa-WLuLU

- 0 0300 00 0 a000 00C 03 0 0 00 Q a a 00900

'0 00N0 00o 0 000C~ 00 0N 0 0 00~f 0l 0n 0O 0000

NU~0A w%10 W'C0NCU Go o 0 COf 0' 0.a Cm~fm-LU z-- 001" G0 t - 00, N~o W " 10 ' (00 0 00 N

LU a.9 - -- . N 9. - -

a 0. NeUNt -- ---- NN ----

LU .2 Ow- 0'S

> 2'My -n COOc - C -- Cr" t~2i LU. ..wN NN NNN-N..N-. -N9 N~~N N--NN-N'-'NLU

or ". I(. -- 'NAN'N.00.0.N.0i-~0'0 0 a.0'n~0..a~~lO~ AN'.

w 0 00.NN 00.SACff0NpA.-. (0.- N=r* -O -,0t0NA0. ^n N(0rO(tI00.NoVC((NCA .-St'ONNNll.t., .~'eJ~P-- .0.V.N~'NN'-rWN0 "(Y(NNO~ '0.0.- ON OVN 0 0 N~ N N N N

LU LU' 9- .- - SSGw GGOi

m NNNNNNNNNNNNN NNNNNNNNNNNNNB-26N

,a: m *m mm!) M! ol Np.N an n NP *-MN m a ~C LI I) U~ ~ 00 V)..-N~u -1 -3 -- -2 .-NO. -2 -2-10.- .*.VW)00 -X-3 0

fO ':0 00,0 000u ' 0 ''0W w0' *OOOOO CAA "W. UU Looooooooooo00000000mU am mm ~ xz)I==zz= m=mm m mm

9m'-2c z-C- . A

z J mz zNO4 '-K mJ - -n- Q' M-

Q) 2c _j ZA us.. .- 'o Z- - -C 2

a'o - L.ýOm J2 ~oi C -C in o I -~ ' - -. w oa

zZw~u -K =09L. - -J- - -Cax Nz-UI 4 R LE a -2c M zu -Z'M.Z Lmm.- C -zL* w.jo *..: -= ad-< ou<W <o ..ji- .JulI-Z-=U) LM-LI..- -- 'Ia- -wwwU~ 1-U <M-IU) <00i !!MwI-Z &L ' W U I-CDXZJ-a LU -t-3.LUM 4C ~ .73 CAU)LULU - =ZJC;=-00. mo 3 a.- mm = - 0 (2 w )-= m -a . W=-aWz -- aZ -C - *a- a

-OO r4 20 -m = .1 !D (fl; Lug 4Ua.d 0 m~ mg.2 N

a..=< <<.; is

o.: ýocJ L OO)-)O-O

xw n xw:LU;m~ ow= XUXW.I-X K3WOX X MX X U~u3. -U) M) 0 Q= 03 a #--U "M 3> U -A.-

I-'J> I- N U LIMiU)~Z U

I-. do .i = mg. 6O ) X- OX .J .i zUI CU) aA U) CU) ~ -C o U in cc1- 0 -

- 1: Cn

N'N) U

a''

U).-P- C

a.. tLua

'0 41,U i *a ic ' 0. anu anj~ In 0' an

-J= 8>- '.=J Z -*q Zi a.I.U)Cc. Va o n -t an .- co a0 N

LU LMO * LI

> arýOYmllm CM I'l n;J ~ ilvlp Nn t~y r "l m

*u LULU *a ~. .

- .- w*Ja

-, -Cw~, .0z0 ----

rUmv r ),1- - - - - - -- - - - - - --- - - - - - - - - - -- - - - - - - - - -

LUBa.7

(A 0 O0*A a

a m act - AuMi ;

0 1 -W

Own 0-i us~i ~ca (a01

.4 aO 0UL 0r 1 093c COW 0 in 1 W61" a'

*U -L oLi -U - n )0 0.8 0. .- -W

0 ~ in ce 0L 00 LOi 0 0 WWO )R -in( -K 0) , I

AMc- MAO CK b0 1808 WZO. !2 1 Z. O.Wi w in- &U in ca go MIZ -uj CU5 0:

u- to -C Ia 1w- c~ Wama S.=541

in, '0 mu W. *18r. LNUEMV8.

Mi si

za.0 00 - 0 0 0- 0 0 0 0 000 0 go 0

UN: a zz >2c 2a x ar z ac 2 zac c ~z Z

in.f

'USt.

I.O u 0O120 U u mU u U0

0-tfv.jyrc

in, m' % r' -.- '

B-2

92: Ui8 V wA V i L u u W U 888-. ~~~~~~~~u zJ L u L U3 33 3 L 33 .-

me: 0 0 000 0 w0 0 0 0000 00 0 0Li 3 3 333 3 )I- 3 x m 3333z 3 3c z

31. us LULU ILtu Uj LU LULU wU wU LU wU LU wuW LU~ L ULLULULL LULuLUW 0 LULULi3 ~ ~ ~ ~ ~ ~ ~ = 333 ow 3 3~ 33z03z3~03 z

OW 3 0 09 o 999909 999 99=399 -9 1." 19

z~ 2c 0 zmz2 ' awz ~ Z8z CC -m

Li~ L~i i~~ii a L Ldet t poufa.C 2M5 . - .

.1 ;S at Qc-C

40.

oe OU a 'SC1

(.j

'U.

LU.

coo 0 LA aA 1n0' i 00 0 000 00L 00000 00" 0 0-LA. -- I E~O - - - - - - ------ -- - +

I-.M

-W 5.

00 3 m030 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ý 33 Z.0-3iU3GU 503 0 0LuUW.3LWIIUS.3 (.5. 5 i .i 05 e3u Uu

W3 L3S.3..uU~3U 3~L33 3~..3U3 3 3iu .UU~~ 3-~S.S.5*0.0Li..LALIOOV..000000.LI0~T T-o-o-0-000-000-0 0- 00

01 0 05- Z0

Li. c jj L"L oc

.00LULUJUULU 00000000000000000000000000000000000000000000000000000000000000000ULALAJAJLUAJWJUJLWLAWCULLU- 00000000000000000000000000000000000000000000

0 0 r0 c0OLnv0 ^ 0. k WALA^ (,M . ..12 1 2 L f,

-zz z-I w

0 UJ~-WJW ALJWALWUJJLLWLWULUULWWWWWW----WWUUWWJJUWJ0. 33.333>33 3 33CL~ 333 Z Z.JJ3 J ~ Z Z Z 2 Z Z

0 zoo~oo 0Z; 45: 3 3 3 3 3 3 3 3 33 3 3 3 3 3 3 3 3 3 3 33 3 33 Z 3 3 3 3 3 3 3

-- - - -- - - --0- 00j- "- -0j 0 0 0 0 0 0 0 00 0 0.00 000 000000

* ~ L~i 0 0 in 0 L 0 LO LA 0 L inO~iniO OO# 4,0 0 03.4 .pi p~9 0 .' N PALA - L-S oc os A PA~t 0-.*AAL'* AAOA -

W . N ONONOO vA OA0O ONAN-. -0 O 0- ccycyfi Ný .- NO-. COen

0 --CYMm .....

m MI("V, asaa ga Cas

0B-29

U.

,:a. .0 oo -,,0'a0.0 100. 10 00 a a 10'0

a.n

WJ (A

.5 g3 O*L WJ.J -CJC 4c4-K ME- c- c u -Kz4201- 2e P4of C= 4 -C )--W w .- -4.c: 20C U) M44 3 3w4 0 JO - j. -a i C3W C-jz M>. I.-4 < 435I 59i34 4cui 4K 43

Cl-.~~~~(0 -C WZuJ.-5w ni-.6W 0ME -C za a W= w4-I ma- ZZ 4Wwz Z

at 0z 4309( 3c.A

t! =0LJ"A U) -4.J.UL -u ..JE3 ZZ W M~-. mcb4 44mý -(A00a4<'4Cw 4CoW-C .Ck 1. .. .,Q = 4 E 41-0Co Kcn4c§--- ZW 0 0=

8 A L A 19 I0 aW 0~ 93.iCi C4w Cc S* zaz 3U0oaa 2eia~w m a

nwjo~aoa.-a = j~ U<' zoo aa >-ow ac~ c

a00Wm)( aOOO (n9E9=9u W0000.0(flL),ZCDW aw (0 0 0 0U 0 0 ( O 4Z-c

-- M * ))) W 0 :

00.!w =<- 0 0. =-ja Zoc C2 Of WI>4 - > WW Z0 LJ.JJ =<W ww =- ww .-. WI =w-- 0.

I,~M M =* 4c S S S

-C -. WN<XJX N 0M!.~ O-w X < > 0.' N N ~ o-t

N. T .0 Ný:ý I T') T0.) - c 0-CO3 M = 0

(ASý V; C4 r-,-w r--- 4

I:

mu.m

'On,

ISe

mc uGe 00

I- grelk Q 0, u I-0 1: 3 -5 5

au 2 c WzA C -> o

-09 i 41 ~!mu M- 1-1 CI v cLzUM9 a0

Wu 0..

= WI 5-N M jjm--- M"5-~ - 5- - -- CU-ImUi

(A >--'..~---NNNN0....----NNN 0000j r

W~~~B 30 - - - --

*J a* LIcr 13

*a 0B la -% l1.- b- us

I =.-I -- N -Amu 40

u. Lga5 a 4aLIUl 4

U) a ama 39 IL( ao ac- mz

(a co -UCD a o aZ-i -L t

us a -ia + I.aa. Ag 4 R2 LIs Tu us aaujua aS a1 pOf WW- ýU. * =Q6 a a

2- 0 2 00 0Z 000 000020 00 0 0 0 000 Au 0 000 00 02c Z Z Z ZZZ=3c =z 2 ac mzZ m- 3m at a

mu.m.1'.

0. 0U. b-

mu.ia.2

U) ina,.

ge me mm

W .

us

t-f uc~nu z uci c

mu Lu41 I

- : 0 0- - -- .Y

~ 0c00 0,

. ( m * 0000000OC0000000000000 00000 00000000000000=0a

B- 31

of at Im 09n* IJ us LU IU US t! W 8 WWW LU LI US

,. wJ > >> LULU > >i UJ> LU >nLU5.CKus>> >j L JU >x >U auJ > a Lju UJ-3U& uwa wg.0~jIns 0InW U) (A 000 ul an 0 In wO In wow.n~l~ 03i-- 4

-K.

ac 0 0 000 0 00 0 0000 0 0uI m m ~ zzz m X 3.-Z az ZZ z Z X X X z

3. UJLAAW LU LU LU LU LUU LwLWw LU LU L LU LUW LjuW LUWLU W LU W LUw

u. ==X-C= Z4c z X z0 0 azzax m a a aza =0<.aza.z 4m za4 ==a=

II -K a--

0 CdLU U t LU 0 U UU&. u UWULUO U u 0 u (UU

'4 B ' U ULW

LIn

-i,

.,V !2 C4 0J 0

IN In3 L 0 Inay 0 0InG

4K.,

:X- U- 0U

9L u-~. D -

U.,

U.' * 0 I.-U5 0 LfO N'OO %0 00 OaflOOQ OOQO OQQ 0 0 00O

0 a ON. 0 0 )I0N00 00 Caa n0e 00 <am aw. a 9 G

0a-,ýgzzgX-

-K(azzzx zxm a awz aH ZoýHHza azzzw

C)00-- Qn00 0-0-0IO 00 0I000 0a QQO 40--I000-- 00- In0003 9

4,,

Li'Y

0ý 0, ML LICo 6300 00 0j 0r 0j~ - Oa-'"J-2 M2 U 4 O :ý U

S-i - MC M" i - U J cm I-

LU' In In InU LU L-I U.n1 W n I

0:

Li C

0-- -- - 00000-ecm -c 0-- 0- 0QM M cJ 00- 04rCJ00 InIn

7A O r W4ýll tý ,l 11LAM O~nm Q OO~nnioo'o - -oinHrrj- Mt9Db

9Db NN. In0"nN. Nn U'r - -9bN - -. -- - .

---- -- -Na NN"MV..-N -Q S NN NN N.--.. ~d InIAW414" &^a tAnAnul~^n l

9X In InC)~ac,~Q (D 88888aIn.

0'3

LuK. '''0 '0 0 'C'wow WW O OO O O W O'OO '0 '~oo~owo O '0 '0 'w~o 0o

LU W WU~) W LUU Woo

us W

* w Lu

ngK j --s W = 1- 3 ac %X WZ.. =U) of 5

.4~- w;W4C -Ww - 4L ~4c0-4L -J IgC C) NKx I- .U-J w - t JL KJK= Iu CA

W 0- ccN -. .. J - 4 U. uJW W 4- L.. - -CVW - K0- 3 U)043K jJ 0,,; .- N: 12u) K - 1 w u4M

.09~ 0 08-IU)UI * Jula 4u CcU Im omu ( . OW- .498-2 W LID W O = -C

(A=l)41Z~ l-d-W AU >,Kw 4W 0 4 -zwww 0Wcu ýC .- ~ u !!-..aIg >X w-jx - wJ4K ==U * flO .U)A .- w L Km -J0.Z a Z 4Z mzz ' ow0c m ~ 0-Ka0.- ON* cc& - AJ W W O- J Op-* -u L ) '-j a 1.-0 *W- K Q2j9c u wi w J = u w zm -0-. & -i o- 4 -u 0 L iWU C3 Iu

Cke,*~C -. (AK ) a. N - u. K L m~u oI-LiiK-

U)" -1 0 (A W aP.

It an-

0.

b.-,

3. a -

U). r - - ---- 9 - - r 0w0 -

a'MGo4.0 e" " %UP4P

c' en ey ^jnN

K: K rN Il K

9 2r K >0 KjL

LU W !)WO'01~~~ a w A c

Lu * LI-C 9 3 C 0 0 )--=(A

x to ik~ VT 0.0 cc u) UUM a Cn =le U0.U 00. uK TI

Cf.0'

W CL

0 2cu - -N. N -r - - - ---- --------------- NNN -- N N N N-.NN N

P.- Olr.0t U) -'rrOnrrOO U) mm- ,rrrN inrmfl

LuI W .Irrr .

Lu

W: t..rrN'N N NCJN N "00 0-----------nnnN(JNN~00 000

B- 33

* =a

* mu z

x a u o-.1100

IM Sm.

IL a 0. L - 3,j- 4C m

0 '1 a~ I.-fa

22 LULL IS aaIn 40 >>

> goz -- x do a adM - Ma-m 28 2.

at' a as a a Zi U80LS8

00 0 us0 00 0 00 00 0 000z, 2c 3. = 20. zz 2z 21 Ox N= =

U':

ul.

&u EJ =a at 2c

MA'

a.a

IIt atcn,11- It It 1

U'I

mu

mu'

B-3

Mi. _

us: (A*1: 0 0 0 0 0 00 003W 00 00 0

391: Ul M i Mi Mius us w Mi Mi MiiU MiA ~ w W LULUW WWWAL us i~ Miju Mi

LI ~ 3of3 3 .3.- 30 3 3 3 . 3 Z. 30 3 3 21 3 3- 3 3 3 3

Cu l c o - 1c z - 41 "C § 0 1 144c UAU§ L uj 9 - L

33

Us. tnni 0-0 0 -n 40-% U 4IU-. m o R ; ! C t

+-J. IM, + ca r ;v ý

14. 100 0 0 0 ý a 0 0 0 0 ý 0 00 inMi n'Yi

Let

WOm.!ý~tý^w Lc w LM M.. s w W2 2 - -on =OMO - - -- -

ai a aimW 0Inn m 0 .- a in In 00 03 aQ0..mi OfN. be> 43 C2 I4 Cc of0~ ~ t'S .lS C

14. .-o. Ncc CD - a men cc -a c.- N -N cc cc an

0 i *000 0 0 0 0 0 0 0000 00000 00 0 000 0Mw 0HZMMO .. HO.m22H H 0- M ... =.=ZH .N~==mm =~ NMS m

8-c -tci 4

0-10 n "M m 40 0

0~~~~~~~~~~~ Kn N Q M N NN=N CN FOv - MCJCD A U.3AWCu 33M.3U.W U 333 WU WW -03LII M3u NU 3D- u350 0 UU3 3

35: CY- 335-u uCzYu 3u.i rufu zu. 33.... c y Ur3U 4 U~ZZ35U~

W2 -0000 cz

000 0 0 -w.00 00000..- 0---0 00

0 a:ccc a aa

- - - -i I ----- -

us,

Z W- i8-WW WW WWW 8--M~i~~ii~I-IW~~B-35W IW W W W W---ii-W W W W-~W i-iii

* = 0 .'o '0 '0.0 '00 10 '010 '0 '0 '0'0'O 10.010 *0'0 10 0'10'10

LU Li~ii.'i.Li~'Lii..'.Li''..' .''...'.....''...''...'.'..''.'..'.''V''.'.''.

uu

I: C, (A ) -(AW

* ~ ~ 0 33 ~0 -I z L W 4c ... D- ~ 4c

2~ )I2 Z~0u .0Z 4c XXJI - UO' 0 K.-4 0 ) = >_ 4~. ZKLJL# l i.- w ZMZ -==- MZJ jWU . C. U Mt< -. *-WWLWi- VflV Uz w 2 Zw w LU.J:E 0L&JKu W~ c

* -O cc= w4U .1c 0 CKb- >_ -4A~r W KU 0(.2~- ze <3 -a-~ =U-* C-J= Ui c ~(.7W )-ulwL. 0. M . .C.3.-. -C >-(A- LhJ0. LuJW X i ofJ Lf.K CC - ie -C-C* 0. (31 us * X MK.- . ) (A X -C= Z9-C-CM L WJ-C UJW * LU .493 C2M o Lul 'M (3 -C .4_ Li

* w _; Z..Jocw. UM.'L (AMC . .88n< 0 LJ <9X 01c,_ - 0.- 5- 0- ~Wnz. .4 LuJ C.=Z<Mc os mix. x K -. :3 1.-L w K.iO (A I.-~ 4C. .. '3-

UJ' %0 -'OK 0O I--u&J.CU)0O)L ZZK w= XWll -01 14, CO IIW LU <WUIZNw - z MKZ.A.v' vK-- 0)c ~ - noK1 0.' 0 nI- 0 K

-C. U) 00aco3w

010 0 0 v U <

0.: Li L2--

I, 0.' N0 >. EtT TT T-

0'

01

La.01

-K xU 1 W- 0 4. INW-

0

i W. -4 -----01.'u

S . 0

ocl.o1C 0

5- 0KS ,0 00 0,, , ,0 00 '000 0, ,, ,K , , ,0 0 0 0,,,,LU8 0, 1 , ,OR-O- ý:9 m l c,= ýn ~ c C C O )D CIýCC-i u' 4ý):CC(CD)D~CC LU>)CCOCD 4 4 0. 004 -54 OC 4 0 DC -J CDCD.InK ( .0 ~ i3 2 2 i 00

B-36 J U -

*~t a.~-

Sus u 15u

* a at

(3 ~ ~ I 0. sm uM- Lu W 0 &- u wr

4L 39 a a CL g 40w Z. a G42C)U L+ L

In im 0A CA 0.a 0 s U) a~ u- u . 0 -. 040 us0 U) 0i 2c 19U a 0 0.0. L CL aa-Lio0F = a-)xZ LU 0. 8LI U I~U aW (A (MU)- 0A U)i u

w n I- j +j mco in 2ac ) ~ 0t20 ~ m . u 0 is

zwU mw m u U .C U ). 0U U

L m-!us L w ww-g go0~ 2Lu

of ~ ~ L of - au): 'IL2~- =- -A =:

au Lu I-) -i-

u..0 0i 00 0) a 0- 00o 0 00 0 000000m 0m 00 0

Luup

a-.c

0.

Lu'U

I, =oLu

V). U) (A U)0' Lu Lu Lu Lu

law L Lu W Lu (L 0r .Ww Lu 0. Lww ULu Lu

0

ae Lu'0 >a

Lu'

m L.c 8 : Zý Cýl

0: LI. t Lt 0t3ýC.It nýL

I anU z' -

Lui W

Lu I --- -- - - - -- --- MYN-MYY V0

B-37

w.

LI w wM wM ...

ce. 0 000 0 0 000o 00 00 00 0 0 0 0 0 00

3' UwoUWw WUJ WaM ILIJW WAUJ aWw WWU aM I WUj wwwwUwwww WULU aLa aM a

2= 0f 0n 0n 0

all4C #A UP C

w . -K- 4 c . b -2 --4 3 - 'W- .4 u .4eW dcIx u o r W-A<a< < I-

01'-ww w Wi -W WW wl LU . eL-j>aM. j j- jjj j i - A A - j -

0:WM ;.0o 0 anCOo 0 00.0XIC00000 0 0 U,% 03 0 '0 NO Oa

a' >o NeN N0 N;!>-*LnmE(OWN 00CD t*O.,? mn In CM12 N D 0 NONWn +.a.!!COd e .-- - -n t .- o- .-.- aUJ. 0000c 0000o 0, 0ý 00 00R 000000 00 0ý00 I^ 0 0 in 400 0 000o0' in n 0- ND3 Ow 0 n N~

an aROD Ni

-a'

0-:

0 IC. z a a a ' .4 ~ ' z 4 z ' ' . .a). DO(O (D OD a 0- - a OcaQaaOaa - a, -D

In ~ ~ ~ a an 1 30

an ?, o an ;; an an

0 00 0 .J=zooxoo 0-DJ 0 0 0 0MO

I' a. (Da.D0 C ( 3ýo a 0 C) CO o C

0 '000 0 00000 o 0 0 000

0 = QC3 0D oa ao , noa NO 00 fn %ooa n ' a a

.4 I -ONN ON4 --- 00 NýC .- 0<3 0- .- 00 - 0- 1ON -NN .- N -w M N

0'AM a.'

W 33

'

(n an0 n,0-n0Nn-?Nn> -ianNNanNinaanannin aninnannanaN~aan~aanaeO~aanianN~nannminNann--aan ~acoN ;.J".a mowna

0

B- 38

'c .

m, '0 '0010 10 '0-4 10 '010 '0 '0 '010

U) w to CtoU .c

(A 0m (A U 4A AU, ~ ~ o Im cl 0900 0 0 0 0 UJ 0 0 J W A 0 00 0 0 0 W 0 00 0 0 0 0 0 0 00 0 0 0 0 W 0~~~~.~~_ me Z - )- .- Z Z Z Z Z Z Z Z Z Z Z Z Z Z Z Z Z Z Z e

- I - odoj N ~ 2c _ -).R c

_j 2c fA~~~~~~~~~c - AaG . c ~ l g (c<c4

_W -C In Z~ 'U LU fAa-=l-wj O z m Sa- az ca M

u): x-.a * .J )Ue Cwigs~~N( a~ I- CLQ WM-.Z0 U 3Z-m.

U-CU .2 1-02 ag02caf.~ 0a a .04L z.K

< -3 W 0Z'-O Cc- .LI M0 ~ J 0,9 1a CawO a .. L U "&0Ca )U * . = 'Um*w*czw w w C. x!'w'~'c 3m.-WZ-8 - .0ursb-. *0"L-.ý ZZ-CU 0 b-

_j -n -a-wlw- M0 .4 MR t a z.. i.j4cJ:W J - aZ- 'uJ .J-J- mofl u-- uc a ~ a 2 ' -J - *-J W 1a- CCU ffl'U ~IW~ WZ jw -w . 3 -. - wu - u(f '' -Z-U W.0V .Z OD O

* J. .. JI-fA W~(l~uol am~ m __;m m _ _A cflf~f ae- U, 0>0 0a~~0~*O~--~ W*'Z~f amCZ.~ 1 (l3a0fl~ -Z0S-w Zcm-fa-a M.CW1 === .m0WjW0 wZo~f~ J

Ca'm~ mm z CcD .J-'(DZ4KJ..J4A >E - lZ ) ~~ ~ ~ U~ .J ~0:a W( =0 - cr a0. :3w a- 2'-aW 0a0 a a I4> 0 0 -C-Ua-,0. . aJ~

()A uag C'0 0d ZC3 0 Ca ce 'U P43-Zcce ae 0 OzCi,: I.-= =01 K wj a a (5 Ca .Jx.- > x -8 ~-C

im 0 MO.J 0 0n- :3 r-, Ck Zj OrI-2n C2 E' w' w

1.- 99 aAa- > Im _ -s U) LU mx 39 C )-Cal cc 271 a) u ' co im. C An 93-0 )1- ca0

Go 0* 100*. f0 t N*-0.

Inm n-Le

0._j C

UA N L Z U N) < N r -K I. NNC)

0' wV Ol U) C'. N C') !!0 al

0' KU a!z m0-

=K = 0 o-C.. A 0 3. 2U>

KJ 'U *w a.Q- 0 0-s. CK C-_ c mrl V _'ac NW 0 ai-c cc w a- ~ zaC; _ - cPm <_ Imi m a -K cc MWR CL -C

Ca I' =A~~CA C3 ca UIIt & u 2 uC=V B V o 0 c J

C3- ZI C% -J - -- J~4M N M (J N - - - V r N _ _ jj- - -M _ m " r - - -j

LU

- w -- --'

0 K

K u 'NrNN N.%JrN N- - - NN NNN NN-N rrrr ~r~N~B-39r ~r

* 40

0 9L U

9L § a ma &

* Li 4 -1 2 2

9La 0 z, a1 !e C9Lo40 -j La&L z M. a 4

a ~> Li-vOZ 0 au a0(LI Li '400 IA -J

'a U~ a- L a a o -J w i m 'a.N wi uj t* ma U woo u j maILa.- z ol maaof i 40 a*. aZ,- 0hZ U)-0 maus

L7 40JH Do NO lx an .O M 0 0(W ; -KOgu2"1a 9. 0 NOW4 OLCK w C- U) u.4

* ma Ix mww I b-. cc az ma K 0 z~~ '- a 5a wn 0--*A I. im 0 a f

U* Lai 2 a- 6--1 .j uJi. I - j J a-_jof Q>w4 0 0 a W40=9.0'.90 CD -i coca.- Z 4 Z0400 -

Ma. WU 3 A a I. .u LiAa -J w al- azz>' 'aS CN

ma.U-I.ý c '

U)-#02 0 00-.uOJ0 0c

0.9 z ZNz 0 2 9 z z =9 a

u.

K.s

4)0.

9. us oW UJ U L LSUL jm ac Uzz z

= 0 11 P1(%U) mm

ma UA -- --

0-4

W. -ai -a -.1-

Nd ne IWC 9 ac wwwum c

_J,

LU' (A (A (*QI (A)m*0 LU 0 us 00000 0e000 0000 0 coW 000 RO

xi m .- ~ ~ c m~z 2c z22 a z zz )I~- 2 z i-

ww wwUw www w'C.gam3 o 0 0 0.00

LUj

U i i Li~ minU Li Lii i Lii :;L)Uj

W.W

LU,

t. : m uCL~ ev -C- p~ ~ ~W). - Cr;!; Cr * ---- *ý C-C- -* +O~ _V -- - - - l

LU *0 00o 00 0ý 040 00000 000 000O 0 0000 0 0ý0 0 0000o 0-0100in CV CD 0N C

*0 ZWZMZ MM = Z.M Mmm w M.oUIA. MIuIIUIA-LI.M. U-UI.Z -- - -- -MIM.. ----------- L-- .W .LAL(

0 72

WI cww I (

(A(A~U (AAQ( ((

00 000 00a 2 -mm 00m 0((2 L70(

*j co CA A (AL w0 (

I-w mLwL L ~~www( ww nLU' (A LUJ Moi LllLULLUWMiJ (

0 ooi p00000

0mooOOOOOj 0~000.000 ~00000000 -O0~0

.40 0 0 0. 0 000 00000Q 00. 0 0 00000ý 0 00 00o 0 00

F, 'n 1 00" 004000 MMsV 10 0 ryN0O0 '0 O'O' 00 ol lAO~I C- N -* 4 C-N~nI Fn= =f .. IIIA M~ .. VICIMI AA '0 F

in 0-ko .. 0ý010 Cot It I.--4tmM ýTl -O A C AI O( O0OA400 - t -4t' 'V r ( ~

0n e4UC- C- N C-N C-- -- - O C-C C- -C

REM R,.CAM_ MR -RE-I CAnl-C- M

LU 9

(A >U 8..Li L

(A L C IW #0000 0 r m tttAAUlOI. 0. N~

B-41

z. ' 0,010 10 O .010 N010 10 10,010 10 0 '0 1010 '0 a

6-0

V ,

3.bI.~9 000 0 0 0

00 w Ub

w o 0 __mU", 'K MJ'. 4c u5'US K ~gZ? K KC q l

5' -J -u m= 0.J Mw __J_. .5 0JJ w M M -j9 M K.AM (

3z- z zýý xa. z z WW.C 04 Z'' > 5 M 3 Z 5*u 3U. 4' =UUJOL . W0 W C; 0 -A 5' UC -K 5 Nt 5' 5

* 5'5'5'' Z3. .J I- -CO ,m 0 9m'.. = -J -

C)UJ 5 Im 5' OM O UU=< N<M' WZ WU5 3 C.3 oco 00-A0 KU- -53 C 0 5'-JW..3'~U -. 3~ ~'U .J.J 3 .. JJ~ ~ .J 0 ~ ' .IZ00=0=9

0 w 0 ~ U -O 5'0-0c5'a. -J- UWw c <~ -5 J 3 '''0..* >O* wo 2 I 3-- 0 J 5~( - ... S 2 - 3 - K 3~'

* - X NO 3 Z .4i 5'M& ý--5'K =W *< ..ZuJU 5 -. 3 - b-UU SM I-~ 5'Lý x 010~ '-..- .- &O.

0 z ce 5'I-'uP-5 WU0x 0= 2 aOU Ul.-.'53 0Wi 3 F4 > 'i5W'..3

0..V2 -it00 0~J 0 --- - --5' 0 5 K 0 0 0 0 0 ----- 0 00K in ..J0- -0-0-it0 3...>

-0~0 . Z 0 W Z u 0.~I~3 3 -5~K -MW U5~.K .W U

5'CL:XU X C0 1- ~ O U X X .X50X55~KUOX O-.w55~).U - ss-3 .CUO ~ 0J ~ ~ JI ' 0 N 3 5

-J 0' C(~ 3.0.0 )C XC ~ -1 (a->U0-00 m U 0 Ur-fl-0 0i00~-. ~ 0 J 0

I n .. .. .. s CUM at 5 5 P4 P4"

0. 0

0.P_ -- .u N 9 9l9CL U Asm _ca. 3,LU f194 za

C 0. , Num q .us I . -CL POg -

aeU =u.u ), "

a.,lW 99 <K .0..

=LL C4 CM~tt*---

0. rIn, LA us 0 - fN- 'M 0

0) > V a on r-r 1rw

-K 0.

0 3-U I.J oo 0~a o C~oc C o oo no o o a 0 ~ . 00

5' 0' N 5' Wm 55'UU 3 3B-42K

a- W-U .a 'i, ccU s us-U U

9*uc -A 'A 403 =0_ Ob - a* - 1-C 014 aU, I, m mi-

*u 'ul -C us1U) uas 'A U-mU5 r-;:Q oa uu K U t

*a -A ~ ma . -C use mu56- U,' LL.-cc: 96 2 CMX U -C- -IM so -CC -'4

* -c~ us 08m WNm--w 0n -1 0

8! b8 m W a. &Ia X- au09(M. * .- Ila ka 8- 1~ =M&&a amW

a-a,0 -

0 mu

uu

'A.

En u

z~ zu

ui.

m u,

00 c

LI UW - B-43

atV 8 L'U0 8 8 8

0~ OOWW) WWjg Lug m U U mUy 8

4J,

ww 0 0 OOO00O 00 0 0 0 00 0000 0 0 wUOmi m-~ z mu 22 2 2c m 2t2 2222 2t m 3-a

L' 004' UW

WI' w ww m w w w= w2 AUU LLULLO UAUA W U UAJLLL LL

mu U ) - (A u. 4f -) W U-4

3. 1 i Li §Li LU a, WL LAS mi mLmu. .J.-jo>.j- 1 -4 -.1 j -J -S. : L .. I ji. Li L

Li u u OLi Lio aeci .i L iOi

0'Ge Ge cc -

>2

0n.

mu. L 0,mn ;

I' i rn m CDC

mu' 000O 0T 0"00 0 Q0 00 000 0 00U00 00 00 !! 0 00.w *- - - ---- - -- CNL- WL- » IW"-L .. r m~njarj -- - -- tEJ .- ~w> r

mu~~~~ '0 001(10 0um 0 000UMU 0000 00u 000 0000 0 00 1 u

-JJ:

4':W

c ~ .1U U.U U:U~ QC2 344a3o~c,4cI3CI1U.U U.. DO 2UUDU.U.. 2300 C03 04o oý O3O(DUWU.U. i 1000. LiU.WW WoWU.. iW 200

00 000- 0 ow 00 00* 7-0-- ix>. zt. w mm U. cc.U 21. U.U .UU U . .m..Z--. 2U 4...I.. 4U2 2 . 2U

0' us 44u 44-J4in2 4444Z 44Z24 4444 22244 .444 Z2w4r3.44 44444 Z042

00000000 0000000 0000 00 00 0000000 00000000 000000a00000000 000a000

00 00 00n:L fOL c I Ur0 ,N Llr ~ n I

z lt,*Ln M :~ t2!; En InQWnEnE''c '. .. .. .. Lý ' 0! C=

LA ' I-- 22~ar -ona ODI -00. Ia -40 -yo (Ný) - ýPCC

oe i0000 000 000 000 ,o 0 0 0 000 0 0000

1' ~~ ~ i EggUIU AO --- NN0NIA~ *r' -t -A E 0---

3c mu R.- - R- R -- - R , rr e

31- 'E N'...0 nI .N n'N n ~ '0 n'0 ' N ~ 0 '-E 0 ~ N P ~ N nA In.2'U0''0-0.E-A----t*n00nE

X: r.r O-NNCM--0- rI -. 0-.I N --. NN N N N N -

2 I'- 0z

40 2. ) Q , 0 C o D CCCC CcC . C

2 mu* N N N N N N N N N N N N N N NNB-44N

a r M.-vOýOG..-I MMMCuaý -M - -.-.--- OO 0.0. I

Li.

a 101 0 )) ()10 (40)4 10 1001 (0 10)

in oooooooowoooooowooooooooowwwojooooowwwoooooo WO00OWooooowooooooaUlu)wfn LUL JUJU9OUjW 0 0 0 0 ojuu

*<.> M4a -J 1- b. zz M

'4 P4c -ec a 4> 4aOI 09 a-C4 2t ate4 -z- 4c =z I4 1

*Z a-.--~z-~z 1 0- uu> 0 -c a-Jc-CO 4.0- Mi W caw.4c M

* * .. ZI .Z .- 2!! -to 3)z "Oaw-03Z ;9 - -- C(44Z 4

w'4O U,,4-4 uw ~ -. 1 M( C *4.C-CL AJ noow-fA u4M0-a-- ?U~cz4 .-- JiU0

10. OZK W0 02 U ii~ (fl)-z 0: 0 ).J-2 = U w J4 j <0 0- C^

C-. c~c =09)- oe H ). mica le a- 0<= x a a 0 .C>-3i. 00 >?J wo sq.- moo-. 0 P. CA 0 0oc U-f cc Z

P. 11 a ta m of Ne M etxw -a. cc. co >4 oc --- j >b -c 1

0.

w I.

a -C -A -N o w I

-, 900. 0 0 0.7. . 0. -C z 0. =0 NNLU 8 N - N C

L i. ..J aKUJ

ME .. 0 LU0..

>: W0% a aOCDLi I.L* w . - w Z0)aIJ4 . LU~o -~ i4.~ a

ac a-- -- -- - - -- - -- -

- - -y- - - - ry.-. -M MG-rrraoccC

4C 4 ,

B-45

CO MAM lu L 0 - 0- 2 1-

M II V0(3 iM L

of ag -J U)WW -M 0 3K

*.) u~o ag ao (3 u.S Aa m MA 0 ( V 0 W) L LI (A 3 in(

0 0-6 0. =m MA MQ 2 CA -M l 9; W k= IJ- 0. CL go 93 3.OQE! +

m) KU W w-Aus 9*-I MA4 00 I a 000U)00- aAI

-- ~ ~ ~ ~ ý 40 .JM M 0 amI L 04 53(3 z ZW IAUL4K, MA Q0 MAM WwJ W aIM W( MA M

ofa u 00 0M (A MU- R ) MA -J MA . -

002 0))-~ a 00 000 0001. wMAM 000 U) 000 00-00 0000

I. U)U) ~ ~W U.108. za-C m A -. cz MA .

L.wL. Ww ww 65.. IL Lu w MA LULU U AW ILI6

99 a ,- 99 33 1g -39 9 i* JU M mmzMu x

di . . .0a 0 000c;0 00 00 0 00000 MA 00000 L

MA: 00ý .

0. W4-ca -KJ K- 6-6-Z Z

U)'

I. MA- - --- C-q~%MOU) 0%%A 0 0

00

B-4

of Ge M0N U be- m-Umi U O UJ ~ Vat om.(A -(A( wza wU~-A lac (as K- SW V--UiZ -- Z~U

LU(A (WM:000 0000w 0000 0 0 0 1000 0 000 0 0 00000 0 000000 0

c Iý1:LUUL UJUUUALUtuw ww wwca LA L ULUJ w ww w w ww www w uwwwww LIL

w: U (4 (A W (A WA L

W.

w.

9 -in0 0 m00 2

gvin 1*. P U-I' 11

US. 0 0Lna0 0. o 01010000000 tf(0 n 4000D InAO 0 0 001000 000~ 00Q 0 0o 00

000 lA oiomz 00 E-0 0 0 U' 0

C-ie

-K-

K ~ =WO*W-L~L~uW -K~Uu-Oom uu.z -uu--u.u-- a.Li~ULiC~ U-~W.0~aU-C .0u

*K.K(K KKK- Uu U---CA -. -~U W z- uK u. u-W uKz - K-W A( O O O K Z 00 WW K W W W W K WO0ZW W ot (AWo UWWOnWZO OK W Z0W

0 M 0 0000000000X0=mix=00000000 -000 0000ii00 0000000 00000000000000000000000000- , (A 0 0 0 0 0 0 0 0 0 00M0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

*

t20 0 04 ..Jýý;N 0. Nms* M NN low 0J-A -:: zm NO ;Q;;C

w. a em a 4 C

Li 0

Win.r~m --- -NN - -Ic-4 - -jr -- ----- N N N.4- -- - - -- N.- N

G- -~.- -- - --- -- --- uy.. (A (A~j~e

K '( - (c (A.

B-4

IA &0 U)u):-. O 0O00002 .c400000 N600O00000owt W00 . UA0OA00 NNNO0 000

.0.0.0.0.0.0.0.0.0.0.0.0~

ca a

w -C- -- =~ aj -099 o M 0L Cie Z Ww sw .

U -a- -u 4cs' -C LUZ~ U; -c- )I- LU In M 4c C ~-09 c c,* 9mz..- - ~ - -i- 4a M... =~ r, U- - c 03. w* .- S

MC. W0 .L' If0 Z -co -CUtW. ~ 0K 0 .4.. u~ on Co. L" mUjb-, G-U J3

K) * .Ca-ý4 -Ka .... 4c-~K- z ).0I M - .4c- b.O. 0 . Lcaa KK S- ' M .Nnh .4- cS~ K .a O Z . 4 U S- C - US -j wl- w !!us 1-3aJ US u- 0 14 z I- MUM=S0 ~K0n-.K

in -.m~Ca K a §~K. ..3 z~ . U a 0 14 -C z0-*~ z-a~ M4 W~ I-- MA-00-UM).- .~ ,-4 w .. Z) .(.0wM-,wza 00 -CaX8,-J- Lu -4L 0 - -0-- 0. " - (0 I-C i-a gZOCLLIZ-

Oa I--~ausa U L C% Kt K 0~C...- g -, -- *ZM.-C

0. <0rMMWa 0

0: >> C2aZ K a 0 0 a ~ ~ w aKu-L..~ Z-

0 0 ).- a~aa- ~ 3ca .4uZ US *0 0 N 3 .0o 0~ Z" NW

ce CU ae .s wu D .21 - w ce-A .- a~i - w .i-s K

w Wl-j u ~ 4-K N 0m )-,-I =1.-,e N w- zU.. 3 acU- 4~c ~ 3R.c Za. CO a>- xa Wa cc 310 - z lox u. m ua aa -C

"N: Ny eV -n NO i NQ o -t 0- -00.

a,

US.

l. M 10 fn fu Mi fn a~

CID 0f C4 -*4 -: -4

M -U

09 0A ý 0.0 u -M. -0 00 4La

0~i3 4-4 4w- UUSNJ* -3j -

9 -nO -C.. zJu - oe -C wc a W -A

0

USJ 0..

0 3'M U W, N N------ f NN- N.-"rNNclj---. lV- - %J y----- cm".'N----------------N- N.-NNNN..N.----('J.-LU

""N (MM---------------------- -- - -N N -~~y o 10 . 0 0

B-48

9- 21-

*~~4- -j . 0 00 W K -o Q LC Z! 6-1Un 0

*U i 43 .1c 0.- w ~*at .l01e 1 0 -1 -.MJ~ 1 .rn C2In w u w

*r 4U w 4ow. I .- m -41 0 . ) -A u C2 0w E * di .4u L -il I. 3- E UA - EGO

UM =Q ua.K.5 0 M Ci 01 Li 2c .- E01 0101 0.W at0 a-aK U 1 a.

Wm 0 -. U43 K 0 .1* I.. 01 L In > in g o- a-K CKD, anw KJU -i 01Us E1 ZC 40.. 0 01. m m . W KU

w xmw BA. 001 0 2-0 8- = a a.1: 01-K l 01 -j MUM~ 12 0i 101 10-

CA M0 00 U.> W K ;% >01 0 i I-a 01 FU 01 u KC01Uw

atU. wia aJU K-"fU Ac Kn 0u lic CM.501

Wa, 010 u 0 1= 1

* U

0 A 01

-a,I-- U

Kcap

W- a, Ge cmo

a 0 I' § SO i §99d 990 009Kc2 u uzZ KU z *~3-K ZKK 2

*u

LA,

0iL. aK uK 0 C;; u U; -KC ;- m m Zý~o

z us .: ----- . *y- "- - m m -- M - --

;- 50.0 mlKA W-- - -- E'UJ- - - . N N N - - . .. N - N. NN

ult 0 =0 UUV

----v ------------ . ~

4B-W

U),

I..

W:0000000000 000 OwLUO000wOuO0 0 0 000 0 0 W0 0 00'a=2 =raa arr a~- M~rar-a 2C M a.za a - am 2r X 2

L).

3M. L Lu LuW L Lu Uwww LUWLJUAW L U LUWLUWUAWULULUW LA uW Lu Lu UJWJ LUULWWLW WWLU Uww LWw LU WUA

UJ. K a- C ). 9M a.-C.

"" §C 1 -CK=< K 1UC-C- C-

K) U~i) t

'C~- -McC5. '

Lu,

CL'

LU' 00> 0oQ oo mo50 04 OO -00 00 .- Q00O~ U'.0cam 0U)O mo 0om 00Q

U.SL 0 0000M F0 0 0 0 0 0 0 0 0 00 ) 0 000 000 0 000 00 0 N

U..

*acca qacl am

0'(O LU M TTTT co a~~C Cr CP UUU..C 93(C (Z 0OUC7 L u.. t3i U. aaUj C2 3 (70~uaaC'Uu a a uau

'0 0--00 X=n- oo-nor--- 2r. 00rz- 00W* L0W Us Z0Warln 0ZLU00LUw a0aWaLccLU to UUL000aw wZaU0Z1a- US

M :I 611.-, - . -I.L L I-W -. L.WL -I- L L -L LILJL Uw0-L L L UwLJ . - U0 "LAL U L A ULUL UWL UL sL . UL

a* a U)C4)WC4 mo m Cam m mC) m4 C)) am m oo)U)C3 a

00 00 a 0,0 0 a t j anfa nrm O L 0 *t"I 0'"%c a 0 0occ . naa IMM -1 ar R M on en "r - - -

0 00 0o000 r~ooo- Colo~ CO~ P,0 O0 00-,

S0 00 0 0 00 000 00 000 00 0 0 00 01000 0 00, 00 00 0O2z . 00' 0U4J O~t00ll0 0) 4 '0 a'*U) C)0OV 40 0 00 t... C

0 O 3e A 4 N N -0AS4))-0 N '5 4) 5)- ?4N4.0 ?) O

0 0" 0' 0.0 0' 0'000'0''C

0'5

0m Mnnn 01-n fn M-. ~ Vr-.- -~W~ E -0.MpnI -Oý.O t~pmm~II3~o%

LU 2

UU

>. >22 2 2 2 2 =2 2 2 2 2 2 2 22.-2 )o- Z > ) ) -2~dK _J

LUx K24ý x -->.( U

<022 WI0JI C 4, lU of AM U § 2 4-J 0-- I 0 ~.-.4 ~ 44L 2 j -zf 2C. Uj 22W nwa ý .JQ -c It

Uz ag -,a, >4=W Z =4 U..(A_ U4.U )(KU K; <)CU 4K=J. 4

* C9XUUUmtp= X4 wU2 > 0 2 0 2 2 ~ .L0 -Ulu cU JU4 42

* LULUUU4UceLU * 4 U l- LUL LU mm3- U rc4..Z2 qcLU - = .<C U - UL* 300 2 403L~ x20~ 22 2 22 U 4 0 L UX-C .- WU 00 Z(/ <3-.0

* .. UU4L 0L.. 2 C;O "R U - .4K 3 0- u 40. UJ4*LU .4-U -. 2 2 I.- ... uJ2UU <*U K4JL 40 -M LU2 2LUU 2 IULU.Cc . CK.LU . 2LU~n=LUU

AU0oo m~- -0 Wcf 0im0 0 Xg01-_A 04U - 4~x 22 CCLU 4UýLmz .2m= =)O w - ;::W=LLU~4 U .4n .WLUII0. 444 .. O EUUJ04 U00 .c ý:e0.U4s oo= m O 04 LUL 9L

4.L U2 > 1-L.C1-3LUWW.J.-.. 2LLLUL LU22 U'.C-.U20 =-J 2 .W 2< . LU mx wil0-__ýj 0 U I L I 8k 0s0 0 U-A-( 2-0-jU UZUOw.cw 22 22 W.40 MOU Ki2m O0co :200

01 U- -0, 0 W L 0 4<wwUU2~U mW-w .. U 0. 0 "C3UJ . -- -

0:

0.: 00M oa.W mmILU W B U. >C w 0 WJ4- 39 3x 2.4 c um X:300r Ua0.-37 22 x =WW 2 X2LL 0 0 >= w 20 -.- -0

0.. 1-4 tU ý T-4 .Wd " . 2 0 0.) IF - T t2 - ? I) ?U IJ U

0O 04 22In )CS.-rx xx co01-I- 3 Xx 0= m J3-3 xm20.3- -. -J 4L 0" <<U- I--W 2c 013 -

U.* <(JK 00 M 0000 00 '0n U. OW M

N. 4, 4.001- -- -~ --- -- N, -0 -- ru- 0- - ----* -

0.:CL

3, L

LU.U

-C0 0 La .4. :30. L3'0 -v

a In.C3 . O'S in 0'.. - -.

:B LUz ) L t i x0 0 2W C a L 2mx 0 :0

4z M: .4. U, 4. -.3 aU 4.-3WýL 00

U 'N ..J.J I. >e a

NOU 0 UU 00 U m

:3 :3 cc m UJLU D<< 2 2m0 m mw

=0 -0 LU -- - - - 30 --3LL - -- 0U L 4-3 L 1

2~~~~~~ 0.00j . .L 0 U 0 L 0 0LU >40 )- UL UJ4 41r l__ N M O p> r *s pn w "n U c3 U4 4Cor2j w'- 0 4 .JU.JL U -3 2 U *-8 U -

U 2 4 U O U ---- 2 0 2 - -2'2 . 2 2 2 ..rLL0I' (ý, -- ,()0 3 22 0,0 0 22LU,-)0ý,1,ý90001,)O

o-, oD ...2f LULU4N NMN M.4- a J ~ 03 4 31 .L

2 I. UW 0U 20. 0-3~~2W U O L 0 U 0. B2U-I51

* LU ' LU E

0 . L C 0 a u s

0U U) Ca - U

LU MJ

zu .- -j a E-nC gm 6-- 0n L

CA inan $- I.-Loup an- w 0 of U.

9- 00 09E - 0 0 tM* ~ .- ~ E a bI-

cc Dn*I i I - *LUCL. Vui o u L u 0 - Li u Liu I.-L L~

06i u LU t' LU LU LU U21LULa'Ra- 6 CL Nt6ao 02 0. 0 . -K a-0 LU

*LLU- .- ' -~ -MO- aW -i IL ac 2 -* zo LU LU CLU6-

0 ZOmm 0 a W 0 40

0n: i 00 1.- 0(4:0 -Ji Ewo Enaaaaw g a- a3c

- An wo - a ' 9- 0 2a 0 -

o' LUojo-L

LU'

00 LU

LU.

I'U b LU 9

0J. I-LULU

mz w 00 a000- ~a a a0~~a a9aaaa z zn

LU'LU

cr LU'

uoL u O W iu u 0 iu- Liu 0cl u W a

Z ' 3c-ýZZ Z Z

LU LafI

- 3 -0'---

S U, ------------------------ N- -N ---- -N N N.N N.ýN N N N N N

B-5

'LU, 6 1 1- 1

Ci c m N vu cc 8 acui 8d Id o w um uwwaci

Ain winw L

C, 000000 000000 000 0 w0 w0 0 00 0 00 000 00 0 0 000

Li,ac 9999 9I. 922999-.899 999

3.~~~M = Wu u UWu W WW W U UJWuJWW WJW WW W W W AW W W W W W U

COW CAni W A o

Au'-ii -i- --- Li). 00 00 is- L i ~-j 1 8 --

gWW WWMUIAU i U gJ W u u u ww KWZ)WWm Au UJ WW

Li. Ut CI, ).-- )- A - WU 2'- )-)- W

.09 9C c > -K at c-

45 000 in 0 In 2c a0 93 0 2c 2c w 0

go:'U.-1,

M:

U., > > > >- > >

0:

W: * LMA Dc 000 O CfA 00 l 000 LA 000 0 0 03 0 0 0 in 0 Is 40CL, 'n 0IOAA. E, 00r~U ,-NIV14" '0 0 N~ It Ln In N 0in aoin.l r r r r r r =Nr :2: v v :! r C- MN -r r

Au ýý o a* 0000 0 0 000 00 AAOOOIO 31 0 ý 0 0000 0 000l 0 00 0 0040' c3 00~ NO n0 0 0 Ul F Ni 0 LfAn. tLin Nu NNJt NM 6n

MSSP'

*o-~oacm 902 ooin 0ooooo0 ogoow- 000 - oý0 00

U4L . ý- j.- u .

- 0 00 0 00 000 0 00 0 0 0 0 0 0 0 0 0 0 0 0 000 00 0 00 0 00 0 0

100 00W wom u

*0 00 0.'00 0 OLi -K 00 LK

Au', CD WUJ Lu CC C UJ LUW Au in n UWAJn Us c D.o

0 ~oz0�0 M OMO00000 00000000 oooooooD00000io00w000o0000000

- 00 000ý 0 000:( 40 0 0 0D 0 0 00 0> 00C 00 0 0ý

0 Au =!-i 000 (NJ NNO' 'I N' 0 t- Ln 0ý MIS'P' N. LO LAOD In Lnx N4 CNNNJ~ r4' oA.' LA mS' It LALAN .1. LfAO N .

NON ON N NO. .- 0 Qo On .'o 010 '0 MNODMoN.0000 Qo-oo'-- 0-- N NO-- -- ---- ---- -- M-N

M 0' 0' 0 ' 010, 03O0' 0' 0' o

0'

Au

Au Au'r r r r r r r r r r rr-- - r r r r r r r r r r r r r r r r r - -

cB . .i.inZwn CD

BD- 5)3

2.

'C.'C~~"as n. 'n maANN S. L^ t-tn U C)CIN ' CN m'n Ne

Lu

2' ' 0' 0 ' 0 ' 0 ' 0 ' 0'' 0 '' 0 '' 00'' 0 '.

LU~~~.. 0000000,0`00"00,0,00) UU,000)U) "3 U

a'M Vw ww Vw wVVVV

U' u ) c i

U3m~ -C* LULU -K -C> _j 4cc c j _ K o K 4

*0 (Ac u) U; 2! -K'C*; a) 22 - 'Ic a~ _j 00 22§

00 r". P4 Uc mmI 'C Z2) UC L -C .* j -'~ . * U .C -3-. w<- >U -J 3.- 0o _j m-L x'C I

* 3 'C I -C Q-2 0' Nj -C ou 'C ) '.9 3z' 2.cLUC Ujý 00z ;.C ) .. J *' U - ) c' 2zJ I l LU -

=* ZM~w 1-.. .. J.4-. w0 ' O'cz , 0 -m 'C wCL -'Cw :0) l< 0a. C- 'O<- U Lu (A4C2' - NA cm' 0u LUwU

''-2'C L JL Nc UU C<01 C Z 5.. 2 CC--4 0-C c F-0 ULU 2 o= P 0 J~I_ZXLLU)LU0 u22 -C '4.1 .LUL -.K -U.x 1L 0-> 0u~ SI -~ .4 " .OUO -. L j -C Woo-

* -0 OOW(5 .- J =xC52~'C~(X0 -JO"- -. 0'Cauz~ in Ix- _5 -A 'iI -2 nL 'CimX -cc (3(5LU (~ .'U LU U. 00 U2-'1'C~ U.-~2~J 'C .-. (AU L7 Z W cx ~ -C .'-2"-2 .. I

4'CLLUA~L2'C4 0j 00l1I-L U -'CZ u'C wU'('. 2''.4 D'>UCCS0CLOD' -2LD ''C o -De 2E-~m 'j-ce'C0CA(AO2L mUU.JWU04.' U41 - 2U U2(0( II-L 2) -2U'4r l 0 IA 421l00.J'-.02"-'00 O0J1 wwm'C 3D-" 2. 2 mC-0UL (0C

0' 'C2-' C-0)m 0C '' 00 -~'LO2CUL.LL~U2X-C- C'..UUO2C''2L L 22' z2'C

0'

W:' D cc 011) x 'C I-g Ew "0> xi JO Xu .3 U U co -k' KOX 73 6 U -j

u - U0a 0o 31- =2xx Xu 0. UK U'M

-, .. N ., rn ýt 0 P, r0 cm

4'-N -4.~ N .-.- '0 - - - - -- N0'

I':M-3'

Ita0' j

"LU'U4cI K '& u

>) -U) ON 'u-11 P'

0' u'uf NIJU ~N t N 0 . " .-' -O- N

033 'x -A LU0 - - > 8j, _

w< C D Dw 0 .J aof 00l 00 * i LD 00 u 0- lc oc

0 Kx 2 'u >0m LU 0 -COI: 33c 33 -4-4 3ý 0 w&=wfLUC.4 -

*u tr0 a.... U 0 LU~ U LO 0i .jin A , uC'C 'C' off02 C -0 D .- D

D C I 03 I- I-- 2 j 2 ) LU &02 21 .- " 02'S u~ 3 0 0 L LU 2 3 L2 LU 'I'22u 23 2t w tl o A: . mn w mx w(

'C-- -m -0' -UE -. 2)Zm 2-- -4 -..~ N - -I -0'- U - U1-2~~rjt-.j2 - -- r - i

u- gpgnm^ oz'. .pL >22n -'I 2 2' C UJ4LU 42L D U) mL Mtmu' '-x

LU 0.'

-c -0' - c

0 "N...2'coa ~ o o a"(4" Nvtla o

2 U' N N N N N 5 N N - N - - - N N .wLUcc4).,D~DD:cc))D~~(DD~cy~~o (c.(co~~c4Dcc~cco~((a o:oD~zo~o~~o

a t.'u)..0O'0-.N N IN~-O0'ONN-00OO N' 0 O.PSI'N0"8

-*Lin~)UI"-4 O'U--OOUNIIA-'B-5u)"4NA0 - O 3) -* ' t'l * U u)

me a

. U. um - GC; ui u Cu u u*A zU us Wa. uss wA

up w U) (a wQ to Q o W

a lo Wc

I"a a ..i MumQ aa3.

*~13 U a'aor u i gal hi ag 00 a h igw am - .jI'

Ix 8j ME LI. LI 8Ao L86 1 L LI. LI LI8 Ehin8

t*C hi ý0 -. - 00U00 c- --0 *.- hi 0 0 -0 000 000

8 - a U) a- WI a U)hi' *j U a~~~ ~ G Ciea a a-a ' zc a

uhi

LUU

hi'

I-'

a--5

"In L >L > gnEn ui!L LU ww 968 U j

LU' w0 000

W: 00 00 0 00 00 0 0 0 0 0 00 00 0 0 0

Im*91 WLULULU UA LU LU WU4LU LUWALUJW UA LU LU LUWU LuLULwULULU LUJUWU WUSLULULUUWLUW LULULULULUUJWLUW LW:)uLuLw LULUWULUWULUW

Of En 9z 990 09oEcnleaanL

I. c 4~c 3 joc- c L - C K.,cag uj U 1 44c, A LULU L LU L~i U w U Ww z w

En' ii ii - - i- - s -

LU LusWI'> i of-~0 LA cc co-

ac.c

LU.LU *0 0Enl NM LAO 0D 0, ODLnIf O 0) UI%00 0 0 C0

0'0 cn Qn 0D 0D I 0, 0 0 0ý 0

IA lAI,0N 000 00 IA22-22 N2-- 0 o -0-- WWO - ---

U-: 0,--

0n a

'00000000 0 00 000000000000000 0000000000000-'0 000000 w MR00m00000.00.0000000 0000000000000

En 91n 9n En En En !IR II

a0 01 aý aoso ac 40Ia lc

0J. ED OEn En En' Enf, En 0 e C

0 .0 .- 0 00000 00 0 o03o~ 00000 0) 0) 030ooC).

0 0 00 00 c 000 000 0o 0o 000 00 0o 0 00

LU~~c --- N N. cc eN. .

ui- 'tOO n 0- N-O0E0n~ n I O -'''A'' O O d- 700

K En0'

LU : a1.'- ^cym k

c C' (C- C DC > C

(2B-5'

C,c' '00 0.0.00 '00 %0,0 10 10 '0 10'01010 '0 '0 10'0 '0'010'0 '0.0 '0,0'0 '010Ln nIWW N V%~ ngnIn ginU' LAUSU)n WWLAsL^

LA *OOwiOOOUJOOOwOOuOOOwOOujOOwOOO w OOOO wwww 00 ww 0OOOOOOW0,0~OOWOOOOOOOOOOO

a ~a-C 'C 3. de C3Wi

of 0 - ;- 'Z MC M OEM3 ~ ~ 4 4 'C -W=C .i )- -

*1 mI-- al) 93-C (A U) U1- >-L I Om 3j '- 'C - -'3 - '<3U S-C 'C 0C' <U WC uu M 3 -C -C"DA 'C -CX -' MiU ULIc '- CLM M.C- .8 W xWz I=--C 0 '

'Id L~ ~ UA 03D M W>- u4 C LC in (A m C Mw C-U -Z i- )Z03 C1* -C 3C'-~~ WU LI- ' -'C M LA)-~);2c .8 )-Lj * e!, 0 < -C M "5U 'A M WLIm 3 Z 'm

-. I.-MCUUJOL bcf -u 8m L 0 W< -JL 4c 0 7 a.4 x Z0-.< -- V- Wi W'. ' ~ .. uLI4c

* ' Clm X O U L A 3m ~ o L W ' C 3 U )CA L ' 0 - - 3 I .- L N )- Z - -C M L N 3~ z - - U > ( 3 -( 3U 3 I -u ~a -a ý,w * ' -U > ' - 0C M U - a -- J o .- W '- ) . ' - L.-' C -C ,L I CC 0 ). - .C LU C e = 40 ;.C

0 .4-- 0 -i- 93=0 30< UL Jý -a .498"Z UXocc- 'CZI-'C LI C3'3-j <MzuU w- '4flU m 'zzzz 0w.0 ' 4JC C-* ( C ~ .. U

WI--.om =11

LA.LA W~o -JO cm 3OM UUJ. .UCm U 0 a09 NX3 e-c Col- C~

W UL M C I-U =0 mmj @0WU-. 1W 'C=Mi333W0' - r330 3- 09K Oe3of: i aC 'CO = ==Mc5- -s0LAM- 2L aa-WMZ=WLAL ==u-.- uo CK=3z

I-' 3z KK3 ULA =JiC- ' X wAu) u . U C.C).- LAwoL Wnz 39O wA (A 4c -5'-

'- - *L -ý, '*'l *';Zp 00 W; A'N4. NNcl tZ r.* 0' - N (r0'

3,

W:---------------------------------- ----0- ---- ---------- V ) - -- -- -- * a

IL.

vv -* U- -t

MiCI

0 M :9 '

at O-C M -JJa W > 0 <- WUKJ b.- z3C C0 W-3 um 14

CC caw WO Mu> >

ofOU4 0' O-.. >0MiL ' LA 0i 03C 1

L: g" W -j 10 10 O 0 O3'0 -j W 39 3'u WA um W9 jzKKv -

U- U' U, ~a al8LZZ MiS -LI 001 0. 8.U 2"'- aR

3 LAO eUL LI 0 mu(a.. -ML~ 12,3 =~ AL0 LILI(2 LA W LA LA 9W= (.UA

UA 0'

!! 3':K ~ ~ ~ ~ ~ ~ mN Mi'N N(JN N N------N------------N NN.------------- -------- --- cm---- - Cm- - -

Mi

>- i0-*.I"VSNO0'0'OD00' pQlk~nl,) ýý O'(AL 0'0N -t-1-*u0ALAV010 InIA0 00In0 In0NU(ACMi Mi. - -- -- - - ---

LILoaoU oa0 QQ'- - -- - -- -'-' -'-

U) Q C D4 Mloaia Q a ~ IDC~~ýCýDCIDCIDOOCQ CCCCý> CODC,=ý C

B- 57

I.--

* U (A acc LL, ZKi U&9 90 9 0

* LI 0 Ze 0. 0 OMir* i C-- -i KU -1 zi -MS .2 aaMi4C 1 JM9

4c zK 0 I(i 9L, A .U L; (A uu -JU a

be 9L - Iu0 l 0. iU) 4L &L 4o I .0* C .. (A C3MiU (Aw lt 1--l.d Cw w* ) Mi ul. 08 Ljý LI-, Cj U) aC K

-j .. J -l.. 4c -C I.- o

0-i Ni ax aa ai'Mi =L~f' a0 L6000 -j~ IL a

4A 2Ic( . 0 L

Mi W)-j 43 -j K iN'm~ .~ i Kcc Cc -§ IL LLL* 2c w)a.m LU nnuv e

IM Y & V ev 25 - tA8 MY~ U. -J.

000.0000 000 0000 .=0 0'-0000 00000 0 0 000 C

M. LU

UA 9

(Au U- I- -

0 0000000

af uka

2c . Ccc -O4Ml C C 4-K 4 c4 -~ ccc -

%;K0 .9 vA w0

w A,

Missi~Isi M iiii.ii M~~~ i M~~ ii M i~.i W i iiiiiii M i M ii M

K K K K KB-58 KKK

'U,

(a, -C -Cg g -CO,I, u mCeC f o d 1I~n

Lu- -0 0gug 8 8J'UJUgtuo 0 99 LUUJ LU

U,

tic wOO0 0 0 00 0 OWWOLW 0 0 0 0000 0 00 0 0 000

U,

(aU U, (A to ca U U)U)) U)w U) (n

22 0 S-JU -0 -1a)LU' UIL I. I ~ ILL. U L) cI LI

4c ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ Lu LU ZU2mL c-C mK~ CwWocc oecLUCSU C A

5-.i is- 00i -i > -j -

-I. I.0*n

IISJ* U U- - U-U- U

_J L U.U

W: , 00 00 0 0 0 000 0n 00000A 000004& 000 00- 000 0000 0n 0

0.00 a 00I Al Q .* Ul$ 0 00o --

.oNo U 000 0 cow 0000 U'oo-c00 0

0000L N000

aI,

"U.!!CD =Ca~ =O(C4 O= CD Ml=

* U-W LIU-UU-RU. OO IUuUUU-R Zo ~ 0U-0.U-- R- R----I3~ CCUU UUUU UUW W0 UU~-UC

do inU iC.C2 US -C5 L.9 C7 C7 -LI -JI--0- -CJ

mS-r n ~zcxxR

0 000000000 000000 0000 00 0000000000000000000000000000000000000000000o

<)U (AU)=3=Z X

oe -A -- - -j cm Z

- .0 0.0. 0ý0 00 o, 0 %00 0 00 0 0 0.0 0 0000 0 0ý000 0 0 0 0) 0310z 0 0 0 0 000 00000 0oo %occ 00 0 0o 000 000 000 000 o 0 0 00

0

00 00- 000 00 0 -'' -00. 000 .0-0U- 0 r N N N N NN N r - N N r N N r- .N- N

09 U- 2% 0000 ý0-0. 00 rn0rn 00.0 0' 0 0, 0', , 0. 0 0.0. 0', 0'n m0'

-017(24

-C Zrn Q QD O QQ C , MI QM Mý0OICDM Q3M~

R L r .- rN rr~r r~rr r NN r~~r~ r rN r~ rr rr N~~r.B-59N NN

a..

LU,a 0O000 .10,01o0,01 10-4010' '0.0'00 '0 10 10 '010 10%0101010 '0 '0 10 10

gLU.AL6- L3LJwUUU W%(JU 19000UU C

U),(

U). OLU0LOOOOOOOujOOOOOuJ000UJOOUO000 00UOOOOOUOOOOOOO0000000LUooooooo~oooowLUOLU

:E 4c 00 ca -A -99

* O-o J ~ o0 00 L7 u-Ru0 -2. cc )-wLZ 3EL a0 m . 2e= = 4c cc U.

.4- aa4 = - U) ow Cl UO c44K u)-J ULULU)-LUI- -C 4K L

:W= ~ ~ 4 Ow Z _-w 1-i4 "0>C a40-4 11 -"-0043 zoUJa.LU.J- ula 00 Z .-. aU)0 0UJ~ .4- <0 - ':t3--.a.&'c ccc )A4 Z) to-U) >r.- OLi 0ow -C~aa aano0a U<W>-- -3-.. x o .. j4-i-4L wwa ~ u CZZ)X 4M <U=. 4uu ULU _JU) <0 ow U-,4I 0 0 L

. 2* . ,0) X 1: . C ._4XWJ 4u.LL(= X ýu-a" :Dw J.C 0 u . M~ -c , xw z *.-~ - _4j

-J 44 cc.- U444 0 VOW.U - 002=04> 0 cc-- cLU04aZ4VUO04OZ"'C0o)- UJiaU4U c0U4. ~ ~ ~ : <m4 -cc 2!L-.aa~awa -U)L -Mo.--004)Z>LU0- -Ca0>)L-UU)-~j-0 . 40 .4LUL. a ,-a4 ow 0-4ULU(Aa~44 ww-A4m 4040--A00ý0040L

=,40 30 0 <U>U-ý OU-m UaV)=X9-A( - -- 4L=-ua U W<- 1.444000 >0 w C~.0 U)m

Cni a cc < a 04 Ai = W Z W a-"4 On 0>0 a E, 6<Z -0 I. -ccL 4 _A w w 4. -" 4 n wx) O.-C cw LUK- N4 I).-) Oafx (A -j

c I.4 -K aa 0 -C co f_ u- LU 0 3- cu UU)- Oila C I -.1 a. w X - _j 0D- 0n).- in cc

P4 ..0 '0 (v -i *

o* r-0 '). rn i0 Go. 0Q0 0 nNe N- 0.0 Cm 00 2c M0. z-n

0e 0.

00

LU. L

-,U, Le. -. . -1 0 WiN- a. -C. _j -j- I .a~) . .- it- f.- <U) 9 .- A LU Ni I--N n

Uz > .. (58 -K1 4.0M c. 0i z 0la 2 P- ODW

U.1 0 0w 0r a. .4 U"LU 0 1%= ,:

LUWLA LCq -C a. 4 -C .- Ag4US J L _ 0 4-43 0 cm

LUU

4 JO "q- Cc -a -O -~ - --. -00 ----- --

w V'

4~~C% 04--) 000UZý. )3.4 L a . .2LU -. Z 3 L

aCC Go~ w0 U)C)M 0ý %% MA a%%%% 0 0 00 aý

B06

31)-0 W6

1am- WO. -i 0 3 a Ybm* Pn&.Y co-A im - m

a CM) Lb .+ wY a sb

axe^ UAMi-9

*~ -1 0 mi 95Yba)-0

U= EQ uaa)- 0uu lsWz Mi)0 u u jL

gao c LC I CL CL a n usC:d

a-aS- m.0 0-5 a --j-AUI2axj 00 -3a 06 &- 3j 0AU3 ce LUJW mi-J F Envi 5 i~L a

2el"0 oz 0.3e -,0 ) 1 2* M 9 a I a YbD & V

41 90) 1WSa aM 00 3c 40 in 0. 0. i 4 -AID*A M - 1= - - Mi u0 5- V. -A-<_

Yb , - 040 taxU. 00 0 A co go 00 '-'0 0 0 0a ub ac a oLU Y CIO J a 69Of .W Z.i ra..m a ti.. U.M . ' 'l-

M-K ifif Ybj M)3 Mb0

0i 00000 -00 000 KU 0 0 00 0 I ala' Mi Q0 Lic 00 cIt. m umzz z 2c's 2w me 2c*ncz me 2t~s 2* 2a. =2znj 2c 2. =2b mi z x mm0 m U 0 mi

Im infcc aa I.-

of ac ac->

ui a

(A : !n 00 t' "Aa'a' M

ad' 0- acs c-c- .LUi U0UL~ MiJU Mi 90%U l. L L LU UA U UU L i I

a-a 88 -33 is 99

"a a0I.M i AiM

3c3

(4 (

LU - 3 ---- - -3 -L - 3- - -3 -0

a' U M 0 m M M - ~0 M M ( J '

MC -

ifBM61

03 uj j8 Lu 88 W &- LU 0 j 3W" LL, 3j >UW >U (n J.. LUA 3 AL 33 >>94. L

0' Lia Z 000 0 L 00)3- UU. hO i0 00 M.I~ U0 00

W:0 0 00 00 0 00 0 0 OOUW 0ui S M 2 Mm m at 2c 29 =29 3-)-) X 22a

-).

(A (A U) (nlY) gnuY) UO)c

KLWLW' 15> L 5 W LUi15'4' j- j-j -t -J-4 -i-im 8'-1-1 -1

w u toi (A L fi (II 0 LilA LOW Li Liu UL)~ Liui UL) Li v(AU

3-Li

Li.

mI 0

:U;)'vw ;ý :_ R ; + ! 01:

LU' 0 -0 I".O-uu -. 00In n000 CDn- N no 00- 0 0 . 0M O00.'0 Vt -tt' -, gt .3 PW0 -* 8 0 -* > -*

LU' -O 000 0 00 00 o 0090 0300000 '09- 00 0 00000 0 00 In 00 0

ox 0 0 0 X X O NMAJ- 0- WVt-- 0 lwm'0 N 0 -dL&<

0. UCI-' 5:1. i

I-'

-A' CQ3(OD),D ( n O ODC> CC mD Q Cý'4' D ccoýOD)ýa CD(CC-0ý D C0 a

U-~~~~T L-C TI?2~e 222 Z~~Z

-, 000000000 000 0000000000000000000 000000 000

0CAQ0 00 C0 In 000 0InOlC34 a -40 qo 040

Li bLi 00 QW rw'3 Li (3 Nf 0 ' 0o DD Nr

P. 02:22 -22 -2-K ' I- cloD0ol0 LZUW 't CU01 Q UU 0 LO

LU IL

X' -------- --------- - eLULLUUULLLUULWLUUnLWUL)LULUUULLLULLUULU~ um

22~. 2>2 22 22 ~AZ 222 2Z2 3 J Z2> Z223.J.33J JJ0 ~ ~ ~ ~ ~ ~ ~ M -,f00 0 00-00L00 0 M 00 0 00DQLMi0L

'4 In'22 2 22 2~2 2-2 2 22 z 22 2 22 2 ZZ 2l- 2 E2 Z2 2 22 2 22.2Z.2 ý>i 00 000 0 0 000 00000 0 00 000 0000 0 0 0 0 0 0 0 0 0 0 0 0 0

LUuI~0 I t) I~O 0 0 F4- 0 t.00 0' 0 0 I~2' N.*0.* Vt ~~0,0,-O N V n~O 0 -0- (JnI~pt 0

LU~~~~ ~~ ~~~ Go co 0'COwnoa CO IC v0w 3 0.'NC ANN COn N OLU'r .. N .

tn 0, ' COY0'0N''''000'''''0C 0000tn '" 0'' 000 '"000N 0 00V

U 2' 0n0In~ NO 000 COCOCOCOCO- 0NNCOC C .t'J cog.08KC I' 0'O0'O'Of' Q'I' C>-l-00 g- 0C-t.0 'f-0- '0 0

U- 0 'N. N~ .~ N N N - N B-62tJ -. N.- N .- N N

,z.o '0 10%01010 '0 '0'0 '0 '0 1010'0'010 '0.0 a0 '010 10,010 '0 '0an aanan an an"'W, .. kmmnna &An ann nan goa zz z

ui

LU oc zI LUJanL mi ~- ac

>- 4ca - .z K' CAC3= -A -4 2E Lug Q z

az -J a-C 4c a.Uwa a

MQ x Z u~ UK- 0 LU LU 4c LU x~- -4K cc LU (2J (- =.Z9 -PCL0W .a -i~ui(L~.W- K 0:fUj -0 Li 42r~ MQ -w~ac~ Cl --ca

I* -c .KJ.c. .L.-C-L uaa(L K. -C Lu~ -j 6" (2; SLU L (AJJ 4c KU K..JLU-anWCi'W -C'O-i wwc x-c-ac u .z ~ 03 0( oo 2-L OK.(.(2 '(N KK'L -ja -j

.- af~z.-.( 0z0=w-m-- mm0 w0.'(lm- wti-ujaana -cc .Z.a-(2W LUG.O(2 Ix-CO*wO. -4n I- w 4x. vo- a (>- -W< w ý- -0 000 KZ -jc~u lfC'Ou>-- -.- )- * an mv - Z -<4c.-

WwK L O C3~r >aj- 0 .a- ~-42>0za'(amj- -an-JLjvan .- a--C- w ZX KLUW n-a z z *-ww.C-z O-.(2naM(: m c8 4ý anZ UZO K1-ce~=4 uCa nii--z0C.w(-j U-n' 0-UX(W..0iK- K--K-KL -nI

ou w - O ' w 0-C uO = W = D W M. ' An <.C - ' ( L i - . W W <' O UW W O O L ' U 2. ( i K-J w w w: a nx - a= J - ,e 5 w =.a a Z > C -a . L = =.. J N W E i Zn L ~ L a .a n=a a . a n Lix

a -jo a.' 0i an M nw < a.K Li< << K< < W - K mU

N, =)I- N 2- >>9~' .(a.>.c c- 0. cO (3 =0

C P4LU x "KXM Lu 0 an x-

-i -- -. - -. -J an - -- - -, -- -n - - an - --

9-,

LU.

I. t -t40 C,.0 L" e- fn CKK N

-. J -4 - LA* ;;z z

0

-~e a J L2 OC a,

aSýCw a- -j a-l-W - § an-L) CcW Lio<:- an 4Q 0 - -j N

M U - LiCL -C(M2=i := 9A2c a. u (A CL U) (. co OL * n an -a

z C0a

LU M.K I

MO2,4C

an > - -~ -a...*o0' - ~ -- - -LUJ LU,-Li

"Co o 000 00040 oco0000 cocooco o 03COCOD 000 00000300000 000000000 coocoo co0 o0o04o0cocain "0 wwwwan)ýQ=.. Msaln~oý

an a a .-. NN~nan0annannan0~NN~r~0'0t-N-annannannanaQ.O000------------NNN N r

B-63

* Lu Ato) U)

U- aULU U)CM -J

4 ) . >Us go 9. &M*~e : -g W

* -z~-.~U.D V! U) Lu0

aI a j LuI Ia~JU. Lu

=g aI Lu U)coLa -C UJU $- * J !> Lc

a mJa Z u.J W,;~ Z9 Lu U)J !CJ -J Lu C! o* ~ U) 0c ) =Lu M U) Lu W =u) LuU L. L C 0 -C cc u) 0 )J 2tmmZZ 0 w

z -10 W A)JU ua- a) I.- V,~ O-C - u~ (a Li2

WU U) W-.'&l Lu ; a 0 ) c ~ u;ý=j a,!- m~ 'N 11 ai a 3 u 0.-sco. (a moýa a. CUoAo u0 o

Lu.. Lu) V) LuuwccW: o -z a w- iarn Lu a o 00K aU3za n0 0 U) cc=

a, U, I- 2 K "- .LuW) !!= 01 W ýLi0 M a( nOo D -c a

u. 00 00 00 00t 0000 0o n 0 Lu 0 -00 0 000 00. 0 I00-

Lu.

ULuu

Lu.

0.-P

X'0 C!J

UI' Lu Lu LIUW Lu LuJ LuS LuI LuAu Lu LJWW Lu 0. LuLI LuJ WLuLuA LUJ Lu Luu L ul

9 U).LuI

Lu.

1L. 8. ! Z-=U .U

OU. =!L m! a GU= O-MO a ay a U LIL)o .JoZ cc 0ou

M z ,

Z Lu .Y - -MM~J1% N NN ~ l . N ~C J

Lu1

Lu Lu - --- -- --

C Lu 00C000000000000 000000400000000 400000CO0000C000000000 000 o 0

B- 64

uJ,LU. ... _j.J .J.. ... _j. -i _j

uj uig iuU Wu 8Lu U Ui Lu >

3,cc0 00W 0 0 0 00 0 0 0 00 0 000 Wmi' M=2- = at m at a 2c ac a 2 me== )I-

(a go0f (4 UP

Lu uuLu u

I- I-ULL I-u U U u ~ ujL U U L

'U.)

I. 5

LU.LU_ 0 0 0 00 - 0 0 0 . 0 -

0 :at.

cm*

W:ao a -00.--0000-0-..-.000 000-0 Cl-0 40000--O 00 0 0-04 0 ) 0 CCa 000 D0 -

., 00000000000 000 00000000 0000000000 0 0000 00 0000000 00- 00000-, ~ ~ ~ ~ ~ X z o 00 0 00 0 00 0 00 0 000mw 00 0 0 0 00 0 0 0 00 0 0 0 0 0 0 0

00

oui 000 . l 00a 0dr4Z K 42L

> ~ =- m !!-

0 . 0 Oice 00 oo.Ooaoooi0 LuUJ 00 0 Luoo~oooomo u 0

0 D - D00 00 a Doc 00000 00000 03000 0 00 O DOOOO DOOCOOOOOOoO(Do

.0 000 0D; 00 00 0p 0 n 00 ~ 00 ~ 000ý 00 0 00 0n 0 0- 0004 0~

0U Lu 00 0V. 0n NO 4D0 0D 0 04 0 00 ý000 00(% N 00 0L 0t N '00cc w N MNJ 0V)V (Y V)v 0- 0 V N 0 V0J 0S - .J_ 0 0 0 V

0, ty- NN M M NN N" N"Yr ..-.M N.- Nm - - N. -me

OI 0' '0 t.0 0 400 0o 00 0oG2t 1.0 N00 %0N %%NN NN %NN %N N N- N - - N; E. 0. 0 ... 00 ... 00 00 .0 . . 00 .0

It Lu * %-NN-m -Lu

> -t 0 V 0. V 9 ?--- ') V V 0.nV V -5 -)~ V I5 al~t 0to

mw00000000000000000000000m~wwMOD 00MAu:V0000 000 0 0N V 00'0 0...0 ) )*S'''N'~0.....0 r VV--00'

C3, 0 00 0 0 - - - - - - -NNN eN N N N N N NNv~0 0 0 0 0 0

B-65

ze '00 10,010 '010 10,010 *010 1010 10,010 10 1010 '0 10,010 '0.0 '0 10;: 9 cc8 couIZL,9r~z4c ZILMZ z Z aLmWlaVlL'lWlaIMaLMU nL sa ll ` 2 8 8 1

' Z Z Z Z

3c M0 90 ' CA

'- < w z- <- 8 of z LA w § __j x- -J au -JZ " - CL W w I~ = w o Xw C.U 0'=n "W z ý o ww Z n ww 0 =W 6- V~ >.= wu I,,

=KE-az <-' 0 wul WX VInK wz me _U -a u cJ Ji-' a00.WWX w U aK K W-iawa xUJww)I w CU ~a CJe- -- c <- ==K - '<LIJJ = - -~-g-) -LJJCZ -CJW w 4CCKX WCU-uJU)4 0 3 X<~ <<U ><~ u..J-j I 0 Z :K ýLux. * -a x c.2

=),~- zaOX -+K .- LU-Z)C W0.J:)>0d cm >>-;I -j 'c-cn 0. L) Cl - -~- U-O--* w' caa- K a-J-0 -_ZU W<~ dO ý-'C 1- o 0 -) 0 Am x 'w- u~ &-C w

. 'm '0' "0 ,a,' 3 '.~U ~ a- aX Ce .0a' -z "DUU-AC.O O . -Co--UOa- 'ýb 'o 4cf~)'N-4 -C: 4co co -'m 'c uLs - .O~z 0*oC09 1 .CI -K'.Low . 'KZ' -LU'K z w' Cu-Lc Za- Luc~)L W))U' o; -wKw wa.4 W,3a O~aC K

a' Ca u '~)-L ~ a U0a U L -L K~Z ab~

0'nu---w

0,wc= w W 00= CaL<-U3.waxm~-,LU.wUUL 0.inaa00u0)C.UCuO030wZ= z O 3UU).-. O ==

(A De gr cc z~( ZJ) .- X- 0 ý(sa x a 0cAM Una) ..J aaC* > )9Z UCa'Z N. Ca m~x Z

cc' uj Ca w "u go uCa L) 2t >- us 4( )-' 88 )-U-

' )00- o> 1.- 0 ut-

0'

CLUa-'o1 LOl0

V nU ),ýCO Lr-i '0 0' 0

ac -,9- vSý 0 0

Cu~uz . a-

-m 40 > X A

aa- aA Cu a- I-

or Cui 0 qIu r. T Cu 8 LU

ol: ~ ~ -W -J * u =a _i A-A_ k A o

' i a'-a i N.J .j- -jCa u ~ Ca _j -.. a . U) 99 _U.4 Z N'j aJ K CC -A- ~ ~ a~ J C

X )U aoU Ca V$ c Cucm o 2( P Iwo ) =

0'Cu CL'

- a :(m

0, tl U)oo ItmonuO I- '

Lai w - - - - - - - - - - --- 0--Cu C'

))Cu'In 'OO''O'-'O V%

a-w IC '00 ) 00 00 08c)---f'JNNNNNNNNNNC NNNN CltCDICSOOMVIM 0O O C,

B-66

-j Ou us-

0. a0 tou Iu 0 a

*A CJ 00 -J Lu PAU W inK at 4 La u

my, a -0 5-. IfI- L;. u u a uLA u UL; 0 0

M* of 9L aL ma mýý5 R0 w ofLE .a -e I. to GLI = PLu, a U

to Lu -U. NJC cn MM 4 N1 0 0 m m

-'-jf - I- W 0 - CL .-- = 1. 0 u -- us

Uz aO -Ja ca M e 1 De wI Lu a, LI Lw a% w m0 n

*--tW WW O -l 00 ZZ-- 10i-0 9L w -iw im - - - u 0 - .L

U-, - - a a oW a - 9a

0. aL M-i = LI 9a- 1 usm. e om -.. in a - a. ma mr w o a aa m - L

0w xu I- L u 2u= u I K

00~ 00 0 0 0 0 00 00 000 000 0000co00

LI-,

030

%m

0, "

uluJ

a >:

0' Lof.i mUM .w.L~~ww uu w w u ~ ~ L uu uuwu u1.- ~ 8.K 2K 2 K 2 2

0

Lu

> -- - - - - - - - - - -

Ox 0

2. ns s a88QS M8 S t

KB-67

U, 88Wwwvww

0. ~ j...JWU. (a (A WWW5

LU(A WIA Aat 00 00 0 00 Ow c OWOWw 0 a

ci3 Zx _Z_2Z r. a Z= =1_ MR 2t

Q.3

WAO W CA (A

LU , U" u u ~ C U) cM- wU.~U w~ Mae wfmcli Li MM M

LU w w w 3 w LU wU ZLLUUL gULU LUgWUiWU) _ C..U.. -.3 _j .. _j U~-J.j>.-A 9 .J..j L3.-Ji'.>8.-

:9 (1 MA 0 A

ICI

LU.>

mu. 'n 0D Uan&o('J. ýo 20 0000D Oin It 0001 0

LU' 0030 0000XD000 0 00000000ac 000 00C3000%n- 0 1m n 'n

I-,l

0 000 omo go!! 0- 00-0-0-00wwwouwzwwowcaZ2cmZZoamOXLc3oaLUI~LULU-

Idid Uld

CA W(AO00 0

(A C0OICA W A (A (aac0 .00 0

w w m .L .

SP- 000 000Lw%0000 0 00 0 0

Qu p.. 002;000 000 - 0 U ON 'I. .0000

Uo CHO S0wDOD C0O 00Wl,00

it 0 Z: G 00.0 00 0 0

LU 2a 0 '

=:- -- - - ( -

w 2u

30LU 'n

oo oVVV

~* h~NN~0-PM.~-*~0~a?-0.0'.0I0N'00B-68 I-m

2c .a '0 '0'010 %0101O'0O 1010 a0

ac.2UL -

In KK Z-K5.. ZZ-JK LULU -C KZZZKZK)- z K ZZ-

o-C _MD Q 4ULAX - 9 0

*U LU 9! L-K -K =t u

U002 za .c -4U "BCC2$- -. -

* idga CK -a K a .Mim* 0 I.4-7 ;KJ IUL IA .-.-.5wg>W

LU al NLZOL2L .. I-ULI'U K4;o fv.V lII-- a -O W z a a 9-I*- I- -)-I~-~K( QOC=2 2c sK~ -KI-wLI2 co

003WI - -40~~ ~ (AW -u 1. 9 ,5L)~c~c~ - KZ L

* KIUL 3aLILa-~aH . ~-.1

U.Q~ 0.ACC~-* .K 3 AC(- (AWC ~-WI-~ZZ KL (

OJLI -. u. (nwL U.1 NC cclu 39 (at 00. -1O. 008 -L IKLA-L L ~ a ozj

3.1'O CKK Z to~( -LI(A (AKK--WA--Jx -Ii .lA~LI ~ 2 )-O. . - x .- a I C'K

U~ -uj~-ma.~ .JLLIK~J~O. 3-23

0-

4n: -4 O K A 0 -0-(Ait OO)(- - - - -- - - - -C O- r3-I O

-. KUZU)K U CIL.IL

(A.~ ACO ~(A a.. AC 3~FnAcb - tn U W% ~K P1ln

I-,o 3 K )- X

cI w- -i

N. '4 s 0 -t

3,

ev - -~ -~ - -4 -. ----u,

ac.

Im

a. sn m B-69

*a fA -

'a ..a U .J

U) U.)

Wa U. UA (*Z l Li i LiU mL

of a- -J ---)C aL -JP a - w

cc WL9 AL I- CM 0 1- 2

* W -,03 -! 03 020( c30 aW6 *

(A a2 aC M. OOa goa U#a~q 'A u LZ 2

03 a 033. 0

u-.0 00 0 OO uJO 0000 000 0 WOO

0.

a. a

U LU UU Uww w wwCL03,99 999

U.

us

us03

B-7

APPENDIX CSTATISTICAL HYPOTHESIS TESTING

Statistical analyses are based on an underlying probabilistic model ofthe processes that give rise to the data. For example, to provide the basis

for comparing the weights of ingested birds in the United States and overseasit is necessary to hypothesize an underlying random distribution of birdweights. Statistical analyses are somewhat more sophisticated than

descriptive data analyses and more care is required to ensure that the methodsare appropriate for the data.

Statistical analysis is basically formalized inductive reasoning.Hypotheses about bird ingestion hazards are evaluated for consistency with thedata that have been collected. Statistical analysis provides the rules forquantifying the level of consistency forming the basis for objective unbiaseddecisions. The process is known formally as statistical hypothesis testingand a brief outline of the procedure is presented here.

The basis of a statistical hypothesis test is the hypothesis; which is aformal statement about a relationship in the data. In comparing the weightdistributions of United States ingestions versus foreign ingestions, onehypothesis is that there is no difference in the sizes of the birds ingestedhere versus those ingested overseas. If the data are found to be consistentwith the hypothesis it is accepted; otherwise the hypothesis is rejected.

The rules for deciding whether to accept or reject the hypothesis arebased on the possible errors that could be made. A type I error refers to thesituation in which the hypothesis is true; however we reject the hypothesis.Alternatively when we accept the hypothesis when it is not true we commit atype II error.

The goal of the statistician is to minimize the likelihood of both typesof errors. Unfortunately the likelihood of a type I error is reciprocallylinked to the likelihood of a type II error so that lowering the likelihood ofa type I error will increase the likelihood of a type II error. Since onlyone error can be fully controlled it has become standard practice to controlthe likelihood of a Type I error; which is called the significance level ofthe test. The test hypothesis is chosen so that it should be accepted unlessthere is strong evidence that it is not true and the test is constructed to

minimize the likelihood of a type II error for the given significance levelover a broad range of alternatives.

The mechanics of conducting a statistical hypothesis test areimplemented by calculating a test statistic. The test statistic is a functionof the data that is related to the test hypothesis. It is usually constructedso that small values are consistent with the null hypothesis and large valuesare consistent with the alternative hypothesis. The cutoff for accepting orrejecting the null hypothesis is called the critical value and is a functionof the desired significance level.

Another aspect in evaluating the efficiency of a statistical test is itsability to detect when the test hypothesis is false. This ability is calledthe power of the test and is defined to be the probability of rejecting the

test hypothesis when it is false. Generally there are many alternatives to

C-I

the test hypothesis so that the power of the test is a function of thespecific alternate hypothesis.

A variation on the statistical hypothesis test is the calculation of aconfidence interval for a parameter such as the overall probability ofingestion (POI). Since there is no specific hypothesis about the POI, aconfidence interval is used to describe the range of probabilities that areconsistent with the data. The confidence level associated with a confidenceinterval corresponds to one minus the significance level of a hypothesis testand is a measure of the likelihood that the true value of the parameter (inthis case the POI) is contained in the interval.

C-2 *U.S. GOVERNMENT t'INflNG OFIcE?: ma - e*u4eIl

faa technical center o ofthe boeing 737 747 do/fact9/32 engine bird ingestion faa technical center...

Documents