Copyright (c) 2006 University of Nebraska - Lincoln All rights reserved. http://digitalcommons.unl.edu/birdstrike1999 Recent documents in 1999 Bird Strike Committee-USA/Canada, First Joint Annual Meeting, Vancouver, BC en-us Fri, 20 Jan 2006 03:53:24 PST 3600 http://digitalcommons.unl.edu/birdstrike1999/37 http://digitalcommons.unl.edu/birdstrike1999/37 Wed, 18 Jan 2006 10:16:50 PST Central and Southwestern Ontario is one of the largest migratory flyways for raptors in North America. The expanse of airfields and prey availability make airfields attractive to migrating raptors, which may result in an increase in over wintering birds. These birds do not readily scare with conventional wildlife control methods and have high public profile. Even though the strike risk is moderate, raptors routinely make the top ten list for strikes from all bird species (8%) at Canadian Airports. The potential for damage from a collision with raptor species is high due to their size and weight. It has been suggested that the live trapping and relocation of raptors has limited application and success. The banding of trapped and relocated raptors from Lester B. Pearson International Airport (Toronto, ON) and Windsor Airport (Windsor, ON) suggests that this approach to control is very effective. Of the 1502 Red-tailed Hawks (Buteo jamaicensis) relocated from Pearson International Airport over the past 15 years, 4 % returned to the airfield and that less than 2% returned within the same migratory period (90 days from initial encounter). The data collected also indicates that the concept of resident birds being replaced by naïve birds is not accurate because the majority of birds caught at Pearson are trapped during migration and therefore are by definition not resident birds. Martin L. Wernaart http://digitalcommons.unl.edu/birdstrike1999/36 http://digitalcommons.unl.edu/birdstrike1999/36 Wed, 18 Jan 2006 10:12:24 PST A survey of Aktion airfield in Greece was carried out from 14 to 18 October 1996 initiated by the Flight Safety Division of the NATO E-3A Component Geilenkirchen (Germany) as an reaction to the accident of an AWACS-aircraft on 14. July 1996, initially caused by a bird strike event. The survey of Aktion airfield led to the conclusion that the bird strike risk is extremely high at this airfield. Reasons are: · The geographical location of the airfield at the Adriatic coast which is a migratory pathway for many birds. · The location of the airfield on a narrow peninsula surrounded by water on almost three sides. · The natural biological richness of the region with a big number of aquatic habitats and agricultural land use etc. · The natural richness of the airfield itself, being very attractive for many bird species, as there are good resting and feeding conditions. These facts result in the presence of single birds and flocks of birds throughout the year. During spring and autumn migration the bird strike risk even increases. Against the passage of seasonal migrating birds no actions for altering the pathways are applicable. However, a consequent habitat management will prevent birds res ting and/or feeding on the airfield. As a result of the survey of Aktion airfield recommendations were made with the intention changing the bird species composition to smaller, less heavy species, and thus decreasing the risk of bird strikes causing damages. Heinrich Weitz http://digitalcommons.unl.edu/birdstrike1999/35 http://digitalcommons.unl.edu/birdstrike1999/35 Wed, 18 Jan 2006 10:09:02 PST Fogging of ReJeX-iT7 TP-40 offers a very efficient method for the control and dispersal of nuisance birds from many diverse areas. The amount of the repellent is greatly reduced over any other control method. The method is direct and is independent of the activity of the birds. The applications with any fogger, thermal or mechanical, that can deliver droplets of less than 20 microns, can be manually or fully automated and pose only minimal risks to operators or animals. All birds that became a nuisance and safety problem in the hangars of TWA and AA at LaGuardia, and TWA warehouse at Newark Airport were successfully driven out by fogging ReJeX-iT7 TP-40 with a Curtis Dyna-Fog AGolden Eagle@ thermal fogger. Peter F. Vogt http://digitalcommons.unl.edu/birdstrike1999/34 http://digitalcommons.unl.edu/birdstrike1999/34 Wed, 18 Jan 2006 10:07:28 PST Wildlife-aircraft collisions caused an estimated $114 million of damage annually to civilian aviation aircraft in the United States between 1993 and 1995 (Cleary et al. 1996). Significant damage to aircraft and crashes may result from the ingestion of one small bird (Cleary et al. 1996). Collisions that do not cause physical damage to aircraft often result in costs related to aircraft downtime while structural inspections are completed. Despite heightened awareness of the hazards wildlife present to aircraft, strikes occur often and occasionally have catastrophic results. The yellow bittern (Ixobrychus sinensis) is a common breeding bird throughout the western Pacific. Yellow bittern threats to aviation safety have not been previously documented, but are presumably present at airfields throughout the tropical Pacific. Bitterns feed primarily on lizards and insects and forage in open grassy areas that are typical of most airfields. Bitterns are year-round residents on the island of Guam in the Mariana chain, and are the only native bird commonly breeding on the island. Bitterns are widely distributed throughout Guam and are abundant around the few remaining freshwater wetlands on the island. Bittern breeding occurs all year, although a peak in activity may occur between January and June (Jenkins 1983). Common nest sites on Guam include wetland vegetation, palm trees, ornamental shrubs, and ground nests in dense grass. Nests and foraging sites are often located miles from water. The birds are generally solitary, but are occasionally observed in loose flocks of 30 birds or more. This paper summarizes the activities and results of an on-going management program dealing with aviation hazards created by yellow bitterns on Guam. Daniel S. Vice http://digitalcommons.unl.edu/birdstrike1999/33 http://digitalcommons.unl.edu/birdstrike1999/33 Wed, 18 Jan 2006 10:05:06 PST We entered the birdstrike arena last year at the Burke Lakefront Airport just prior to the 1998 Bird Strike Committee meeting. Stronghold was applied tank-mixed with Flight Control Bird Repellent from Environmental Biocontrol, International ,Wilmington, Delaware. The initial test on the airport was not conclusive, but the idea of the combination appealed to Dr. Richard Dolbeer, Project Leader, USDA , National Wildlife Research Center, Sandusky, Ohio. A second trial plot was established on government property at Sandusky, Ohio. The objective being to quantify the value of Stronghold to the bird repellent activity of Flight Control. The results are to be published in Dr. Brad Blackwell's research paper later this year. Grass treated with Flight Control mixed with Stronghold held Flight Control's repelling ability for 22 days--when the trial was terminated. Flight Control applied to grass without Stronghold lasted considerably less time. Earl Tracy http://digitalcommons.unl.edu/birdstrike1999/32 http://digitalcommons.unl.edu/birdstrike1999/32 Wed, 18 Jan 2006 10:01:43 PST Since 1997, a World Wide Web site managed by a member of Bird Strike Committee USA and a site managed by the Committee leadership were instrumental in supporting Committee efforts to reduce these hazards. Based on insights gained from these two Web sites, a new site was created that contained the most effective elements of the earlier sites and new elements designed to enhance the ability of the Committee to accomplish its mission. The new elements included the acquisition and use of the domain name birdstrike.org, the ability to electronically submit bird and other wildlife strike reports directly into the Federal Aviation Administration or Transport Canada strike databases, and a detailed risk assessment for bird strike related jet transport accidents in the U.S. and Canada. The risk assessment estimated that there is a 25% chance of a bird strike related fatal jet transport accident in the next 10 years. The paper provides an overview of the development process for the new Web site and a review of how the formal risk assessment was used to raise public awareness of this bird hazard issues. Also discussed was how the Web based risk assessment supported the efforts of Bird Strike Committee USA to advocate changes to reduce the risks associated with that hazard. The paper includes two exhibits containing both the risk assessment that is on the site and background information on the techniques of risk assessment. Todd Curtis http://digitalcommons.unl.edu/birdstrike1999/31 http://digitalcommons.unl.edu/birdstrike1999/31 Wed, 18 Jan 2006 10:00:19 PST When birds and aircraft occupy the same airspace at the same time, bad things happen. Annual DoD costs probably exceed $200 Million per year, and dollar losses to world-wide aviation have been estimated at $3 Billion to $4 Billion per year (in US dollars). Much has been done in the past to improve the bird impact resistance of aircraft, and some further improvements would be cost effective on some aircraft. A new manufacturing technology for aircraft transparencies that can increase strength while slashing costs by 80% is one promising approach. However, the "law of diminishing returns" comes into play, and the penalties involved in creating a truly "bird-proof" aircraft would be unacceptably high. Several new approaches and technologies for avoiding birdstrikes could be used to reduce the number of damaging birdstrike collisions. Some of these approaches are being used, and others are mature enough to enter the operational testing stage. Collectively, the more promising concepts could reduce birdstrike losses by 50% to 80% for those aircraft and/or airports that make use of them. Some strategies and points of contact for those wishing to pursue the new concepts will be provided. There are many facts and trends that optimists can focus on to be encouraged, and (for want of a better term) "good luck" has often been a factor in past birdstrike mis haps that kept severe damage from becoming a disaster. There are also many facts and trends that pessimists can focus on to be discouraged. An attempt will be made to provide a "good news" slant on many facts that are worrisome to many, to improve the spirits of those receiving the information and help them focus on key problems and candidate solutions. (Key Words: Transparencies, Engines, Avoidance, Engineering, Next Generation Transparency, Testing, Birds, Control Methods, Microwaves, Infrasound, Radar, Bird Impact, Structures) R. J. Speelman III http://digitalcommons.unl.edu/birdstrike1999/30 http://digitalcommons.unl.edu/birdstrike1999/30 Wed, 18 Jan 2006 09:49:55 PST Fueled by a large supplemental food supply at landfills in South-east Queensland, Australian White Ibis (Threskiornis molucca) populations grew from an estimated 5000 to 10000 between 1995 and 1998. Ibis counted at Coolangatta Airport reflected this growth with a 556% increase between 1989 and 1995. The multimillion-dollar loss of a Qantas airbus engine from ingestion of an Ibis, resulted in the establishment of the Ibis Management Coordination Group (IMCG). This group, comprising government, industry and community representatives, instigated an integrated program of food reduction, restriction of breeding success and public education. The program has become an example for management programs across Australia and demonstrates that off airport initiatives are sometimes required to ensure aircraft safety. The region's largest Ibis colony of over 3000 birds was located in a remnant forest and wildlife park under the flight-path 4km north of Coolangatta Airport. Food restriction programs included netting eating areas for patrons, designing special feeders for water fowl and macropods to exclude Ibis and altering the forage type for many of the animals at the fauna reserve. Egg and nest destruction was employed to restrict breeding success and evening spotlighting was adopted to disrupt Ibis roosts. The colony's population decreased 89% within two breeding seasons. Ibis counts at Coolangatta Airport paralleled this decline with a 75% decrease between 1995 and 1998, resulting in significantly reduced birdstrike hazard. Phillip P. Shaw http://digitalcommons.unl.edu/birdstrike1999/29 http://digitalcommons.unl.edu/birdstrike1999/29 Wed, 18 Jan 2006 09:47:39 PST A suggested management plan to reduce bird numbers and bird-aircraft collisions at airports is to maintain grass 15-25 cm high. However, 3 studies conducted in the United States in 1998 indicated tall-grass management may not result in fewer birds. First, Canada geese (Branta canadensis), in a replicated experiment lasting 9 days in 6 pens in Ohio, showed no preference (P = 0.53) for short-grass (4-11 cm) over tall-grass (16-21 cm) plots. Second, we compared bird use of 8 tall- (23.3 ± 0.5 cm high, x ± SE) and 8 short- (14.3 ± 0.2) grass plots totaling 46 ha at Burke Lakefront Airport, Cleveland, Ohio on 15 days from 20 April-9 June. We found no difference (P = 0.40) in overall bird use of tall- and short-grass plots. Only 1 species, red-winged blackbirds (Agelaius phoeniceus), showed a preference (P = 0.001), with more birds (0.4 ± 0.8/ha/3-min observation) found in tall grass compared to short grass (0.1 ± 0.3). Finally, in a similar study at JFK International Airport in New York, bird observations were made on 2 unmowed (max. vegetation height of 48-130 cm) and 2 mowed (max. vegetation height of 15-25 cm) plots totaling 270 ha from 1 July-29 September. The number and species of birds hazardous to aircraft were similar in unmowed and mowed plots. The results of these studies suggest tall grass may not be an effective means of reducing bird numbers on airports. Further research, especially studies that monitor bird use of various grass types and heights over multiple seasons, is necessary to determine habitat management strategies that will reduce the number of bird species of concern on airports in North America. Thomas W. Seamans http://digitalcommons.unl.edu/birdstrike1999/28 http://digitalcommons.unl.edu/birdstrike1999/28 Wed, 18 Jan 2006 09:26:58 PST This paper explains how zero bird-strike rate can be achieved by any aerodrome by constant efforts and perseverance of a dedicated team as evidenced from the author's experience on about 30 aerodromes in India. This paper stresses the importance of conducting survey of problem aerodromes every five years by an expert (Satheesan 1996c), necessity for employing an Ornithologist at every aerodrome, need for regular national-level training for bird-controllers (Satheesan, in press - b) and urgency for setting up Bird-strike Prevention Committees at national (interministerial) and airport levels. Bird strike rates were brought down to zero at the Trivandrum International Airport in 1992 and 1993 and to a low level at the Bangalore Airport in 1993 as a result of implementation of recommendations given by a study team including the author in 1989 and by the author alone afterwards (Satheesan 1996c). Another result of this was that vulture-hits to aircraft have been drastically reduced at Delhi, Bangalore and several other airports. Awareness programmes to educate the public can help reduce bird-strikes (Satheesan 1994a, 1994b). Step by step evaluation of and changes in policies and strategies followed by the Government as well as methods and gadgets employed by airport authorities and replication of successful experiments at problem airports hold the key to translating the dream, zero bird-strike rate, into reality. S. M. Satheesan http://digitalcommons.unl.edu/birdstrike1999/27 http://digitalcommons.unl.edu/birdstrike1999/27 Wed, 18 Jan 2006 09:22:34 PST The German Military Geophysical Office (GMGO) has a more than 30-years experience in all fields of bird strike prevention. Military training and flight operations usually take place in low altitudes, where also a lot of birds are present, especially near coasts and during migration periods. About one third of all the GAF bird strikes occurs during low level flight operations. The most effective tool for bird strike prevention in military low level flying is the well proved system of · continuous actual bird migration observation (visual and by radar), · immediate reporting, · centralised risk evaluation, · online warning (BIRDTAM), · immediate distribution of BIRDTAM to air staff and pilots, · strict regulations for military flights and · a regular bird strike risk forecast for planning purposes. The paper gives an overview over recent and near future developments towards an Automated Bird Migration Information System (AVIS(lat.:Bird): "Automatisiertes Vogelzug Informations -System") for Germany and adjacent areas. The important modules of this system are described. The actual state of the project is outlined. Wilhelm Ruhe http://digitalcommons.unl.edu/birdstrike1999/26 http://digitalcommons.unl.edu/birdstrike1999/26 Wed, 18 Jan 2006 09:19:20 PST Bird strikes to aircraft are a threat the safety of aviation and as air traffic continues to grow, their numbers appear to be increasing,. In 1965 ICAO began to monitor bird strikes through the collection of bird strike reports as it became clear that the turbine engined aircraft coming into wider use were more susceptible to bird strike damage than their predecessors. This data collection became automated in 1980 with the creation of the ICAO Bird Strike Information System (IBIS), which now contains information on more than 80 000 bird strikes. When IBIS was created, it was thought that approximately 10 000 bird strikes occurred worldwide each year. However, since 1980, increases in bird strike reporting C which have come about through a greater awareness of the problem and the efforts of those in the field of airport wildlife control C have given us a better perspective of the present bird strike situation. While estimates vary, it is now believed that as many as 40 000 bird strikes occur to civil aviation aircraft each year. Bird strikes are truly a worldwide phenomenon, as shown by the fact that more than 190 States and Territories, from every ICAO Region, have reported bird strikes to ICAO.IBIS data reveals that ninety percent of bird strikes, with known locations, occur on or near airports. Birds are attracted to airports and to the airport vicinity for a variety of reasons, all basic and tied directly to their survival. However, their basic needs put birds in direct conflict with aircraft using airports, and it is inevitable that collisions between aircraft and birds occur. While the vast majority of bird strikes have no effect on the flight, eleven per cent of all bird strikes do effect the flight in some tangible way. From the point of view of airport operations, aborted take-offs and emergency or precautionary landings are the most serious. Six percent C or roughly 2 400 bird strikes per year C result in either an aborted take-off or a precautionary landing. These disruptions in airport operations are not only an inconvenience to passengers; they are costly to all concerned and represent a danger to the travelling public. Alistair Pinos http://digitalcommons.unl.edu/birdstrike1999/25 http://digitalcommons.unl.edu/birdstrike1999/25 Wed, 18 Jan 2006 09:14:08 PST Today I am going to give you a report on recent bird ingestion events into transport category turbofan engine in commercial service. We are still having these events. We may not ever completely eliminate all such events, but our purpose for meeting is to put all our resources to work to try. The events that I am going to report on today represent some of the more significant events over the last couple of years. The events are significant because of the potential for jeopardizing the safety of the aircraft involved and the aircraft occupants.The events I am going to discuss all involve encounters with large birds. Each situation reflects a bird control issue or event that resulted in a high workload for the flight crew because something out of the ordinary happened that they had to respond to. Some of the situations involve areas outside the US or Canada but serve as a lesson because that the same situation can happen here. Richard Parker http://digitalcommons.unl.edu/birdstrike1999/24 http://digitalcommons.unl.edu/birdstrike1999/24 Wed, 18 Jan 2006 09:11:55 PST MSP Ecological Study--Objectives 1. To identify any and all species of wildlife present at MSP that may pose a threat to aviation safety and to document their numbers, seasonal distribution, behavior and natural or man-made features that are attractive to wildlife on or near the airport. 2. To make recommendations for mitigation of identified wildlife attractants and management of wildlife species that may pose a threat to aviation safety. John Ostrom http://digitalcommons.unl.edu/birdstrike1999/23 http://digitalcommons.unl.edu/birdstrike1999/23 Wed, 18 Jan 2006 09:07:43 PST Birds can damage flight line structures and create serious health and safety risks for workers. Many of our structures are old and not designed as bird proof. Many controllable factors are discussed but the underlying principles are to deny birds food, water and access to resting/nesting areas. Various "tools" are discussed including grounds and building maintenance, landscaping, personnel management, chemical deterrents, poisons, and shooting or trapping. Carl Lahser http://digitalcommons.unl.edu/birdstrike1999/22 http://digitalcommons.unl.edu/birdstrike1999/22 Wed, 18 Jan 2006 09:01:29 PST On January 7, 1997, Dallas-Fort Worth International Airport experienced its first large bird strike event, involving the collision of over 350 European starlings with an American Airlines MD-80. This prompted a serious assessment of existing wildlife control procedures, and eventually resulted in the formation of the DFW Wildlife Control Program. The number of reported strikes has dropped from 157 in 1996 to 52 in 1998. The success of DFW's program is the result of long, hard hours and extensive trial and error. However, wildlife management personnel at other airfields do not have to go through all the growing pains and exertions that DFW encountered. This paper describes the evolution of the DFW Wildlife Control Program, and provides wildlife control personnel and administrators with information that would reduce the hassle and heartache associated with starting a wildlife control program. Furthermore, this paper describes the useful and often necessary roles of consultants in establishing and monitoring airfield wildlife control programs. Curt W. Kuehner http://digitalcommons.unl.edu/birdstrike1999/21 http://digitalcommons.unl.edu/birdstrike1999/21 Wed, 18 Jan 2006 08:57:20 PST Responding to a U.S. Federal court order to improve discharged wastewater quality, Augusta, Georgia initiated development of artificial wetlands in 1997 to treat effluents. Because of the proximity to Augusta Regional Airport at Bush Field, the U.S. Federal Aviation Administration expressed concern for potential increased hazard to aircraft posed by birds attracted to these wetlands. We commenced weekly low-level aerial surveys of habitats in the area beginning January, 1998. Over a one-year period, 49 surveys identified approximately 42,000 birds representing 52 species, including protected Wood Storks and Bald Eagles, using wetlands within 8 km of the airport. More birds were observed during the mid-winter and fall/spring migratory seasons (1,048 birds/survey; October - April) than during the breeding/post-breeding seasons (394 birds/survey; May - September). In winter, waterfowl dominated the avian assemblage (65% of all birds). During summer, wading birds were most abundant (56% of all birds). Habitat changes within the artificial wetlands produced fish kills and exposed mudflats, resulting in increased use by wading birds and shorebirds. No aquatic birds were implicated in 1998 bird strikes, and most birds involved could safely be placed within songbird categories. Airport incident reports further implicated songbirds. These findings suggested that efforts to decrease numbers of songbirds on the airport property must be included in the development of a wildlife hazard management plan. Seasonal differences in site use among species groups should also be considered in any such plan. Other wetlands within 8 km of the airport supported as many or more birds than the artificial wetlands. With proper management of the artificial wetlands, it should be possible to successfully displace waterfowl and wading birds to other wetlands further from the airport. Robert A. Kennamer http://digitalcommons.unl.edu/birdstrike1999/20 http://digitalcommons.unl.edu/birdstrike1999/20 Wed, 18 Jan 2006 08:32:28 PST The Air Combat Command (ACC) Bird Hazard Working Group (BHWG), in conjunction with Geo-Marine Inc., has developed a system to use NEXRAD weather radar data, weather forecasts, and known bird distributions, to identify bird hazards to military aircraft conducting low altitude, high speed training, and provide aircrews with hazard advisories. The paper presented here describes Phase I of AHAS implementation, the demonstration and validation phase, conducted during the fall 1998 migratory season in the Northeast U.S. Forecasts of bird activity for the next 24 hours, observations of current migratory conditions and historic data from the US Bird Avoidance Model (BAM) were provided to aircrews via the Internet. Phase II will expand coverage to the entire East Coast of the U.S. in 1999. The Avian Hazard Advisory System (AHAS) was designed to pinpoint actual bird movement to allow for more effective risk management than is possible from historic data alone. T. Adam Kelly http://digitalcommons.unl.edu/birdstrike1999/19 http://digitalcommons.unl.edu/birdstrike1999/19 Wed, 18 Jan 2006 08:28:51 PST Many bird species are attracted to landfills which take domestic or putrescible waste. These sites provide a reliable, rich source of food which can attract large concentrations of birds. The birds may cause conflicts with human interest with respect to noise, birds carrying litter off site, possible transmission of pathogens in bird droppings and the potential for birdstrikes. In the UK there is an 8 mile safeguarding radius around an airfield, within which any planning applications must pass scrutiny from regulatory bodies to show they will not attract birds into the area and increase the birdstrike risk. Peckfield Landfill site near Leeds, West Yorkshire was chosen for a trial of a netting system designed to exclude birds from domestic waste landfills. The site was assessed for bird numbers before the trial, during the netting trial and after the net had been removed. A ScanCord net was installed for 6 weeks, during which time all household waste was tipped inside the net. Gull numbers decreased on the site from a mean of 1074 per hourly count to 29 per hourly count after two days. The gull numbers increased again after the net had been removed. Bird concentrations in the surroundings were also monitored to assess the effect of the net. Bird numbers in the immediate vicinity of the landfill site were higher than those further away. When the net was installed, the bird concentrations adjacent to the landfill site decreased. Corvids were not affected by the net as they fed on covered waste which was available outside the net throughout the trial. This shows that bird problems on a landfill site are complex, requiring a comprehensive policy of bird control. A supporting bird scaring system and clear operating policy for sites near to airports would be required. Vicky S. Jackson http://digitalcommons.unl.edu/birdstrike1999/18 http://digitalcommons.unl.edu/birdstrike1999/18 Wed, 18 Jan 2006 08:23:32 PST Airports worldwide are at a disadvantage when it comes to being able to spot birds and warn aircrews about the location of flocks either on the ground or close to the airfield. Birds simply cannot be easily seen during the day and are nearly invisible targets for planes at night or during low visibility. Thermal imaging (infrared) devices can be used to allow ground and tower personnel to pinpoint bird locations day or night, thus giving the airport operators the ability to launch countermeasures or simply warn the aircrews. This technology is available now, though it has been predominately isolated to medical and military system modifications. The cost of these devices has dropped significantly in recent years as technology, capability, and availability have continued to increase. Davison Army Airfield (DAAF), which is located about 20 miles south of Ronald Reagan National Airport in Washington, DC, is the transient home to many bird species including an abundance of ducks, seagulls, pigeons, and migrating Canadian geese. Over the past few years, DAAF implemented a variety of measures in an attempt to control the bird hazards on the airfield. Unfortunately, when it came to controlling these birds on or near our runways and aircraft movement areas we were more reactive than proactive. We would do airfield checks several times an hour to detect and deter any birds in these areas. The deterrents used included vehicle/human presence, pyrotechnics, and the periodic use of a trained border collie. At the time, we felt like we were doing all we could to reduce the threat to aircraft and human life. It was not until a near fatal accident in October 1998, when we truly realized how dangerous our operating environment really was to aircraft at or near the airfield. It was at this time, we had a C-12 (twin-engine passenger plane) land on our primary runway at night. The tower cleared the aircraft to land, and upon touchdown to the runway the aircraft collided with a flock of geese. Neither the tower nor the crew of the aircraft saw the geese because they were obscured in the darkness. The end result was 12 dead geese and $374,000 damage to the C-12. Fortunately, there were no human fatalities, but it was painfully clear we needed to improve our method of clearing the runway at night and during low visibility conditions. It was through this realization that we ventured to the U.S. Army Communications and Electronics Command for ideas on ways to deal with our threat. It was through a sub-organization within this command, Night Vision Labs, that we realized the possibilities of modifying thermal imagery and infrared technology to detecting wildlife on airports. James R. Ivey Cpt. http://digitalcommons.unl.edu/birdstrike1999/17 http://digitalcommons.unl.edu/birdstrike1999/17 Wed, 18 Jan 2006 08:21:20 PST Each year commercial, private and military aircraft jet engines are damaged by the ingestion of foreign objects. Annual engine repair costs for ingestion damage is in the tens of millions of dollars. Bird strikes represent the major foreign object threat to aircraft engines, although large hail and objects found on the ramp can also damage an engine. A radar based foreign object ingestion detection system (FOIDS) concept, the subject of this paper, is capable of determining when an object as small as 4 millimeters has entered a fan jet engine. Additionally, such a system is capable of determining the relative size of the object and the approximate point within the engine where the object impacts the engine. These data can be displayed in real time to the pilot. In addition, the information recorded in the data base can be used by the mechanics between major engine inspections to determine if a detailed inspection of the turbine blade roots or other hard to access engine parts is required. Long term statistical data developed by the system can also be used as a measure of the foreign object and bird ingestion problem at various airports and improve the reporting of ingestion and bird strike events above the currently estimated 20 percent reporting rate. Gene Greneker http://digitalcommons.unl.edu/birdstrike1999/16 http://digitalcommons.unl.edu/birdstrike1999/16 Wed, 18 Jan 2006 08:19:10 PST Strikes of wildlife by aircraft cause thousands of life-threatening incidents, and hundreds of millions of dollars worth of damage to aircraft every year. This hazard is largely preventable, but it has not been properly addressed to date for a variety of reasons. ALPA believes that action should be taken now before a catastrophe occurs.Collisions between aircraft and wildlife are increasing in frequency in North America due to growth in the number of migratory birds and other wildlife and the increased numbers of aircraft operations. This threat to human safety has manifested itself in several fatal strikes between aircraft and wildlife as at least 68 people have died as a result of wildlife-related accidents in the U.S. and Europe since 1995. In addition to these fatal events, approximately 2,300 non-fatal civil aviation wildlife strikes are reported annually in the U.S.; it is estimated that 80% of strikes are not reported. Wildlife strikes cost the U.S. civil aviation industry more than $300 million annually according to Ms. Garvey. Ninety seven (97) percent of these strikes are caused by bird species which are federally protected under the Migratory Bird Treaty Act; birds and other animals often find habitat and refuge at and around airports because of federal protections. The significance of wildlife hazards, and the need for effective measures to mitigate them, are not well recognized by the aviation industry, federal regulators or the traveling public. However, recent television reports on the dangers posed to aviation safety by wildlife may help build consensus on the need for prompt action in this regard (reference videotape). Paul F. Eschenfelder http://digitalcommons.unl.edu/birdstrike1999/15 http://digitalcommons.unl.edu/birdstrike1999/15 Wed, 18 Jan 2006 08:14:42 PST The Air Line Pilots Association (ALPA), representing the safety interests of 53,000 professional airline pilots flying for 51 airlines in the United States and Canada, has reviewed the notice of proposed rulemaking (NPRM) in the referenced docket. The NPRM proposes modified standards to which engines are certified with respect to their ability to withstand impacts from birds or similar wildlife hazards. We feel the proposed standard is a step in the right direction, but cannot under any circumstances be considered attainment of a goal. As outlined below, the data used in developing the NPRM has been superseded by more accurate values for bird weight, flock size and risk of encounter. These more accurate data, and the reality of ever increasing bird populations, must be part of a program to continuously reevaluate and adjust airworthiness standards. Airport programs are decreasing and formal pilot training in wildlife hazards is nonexistent. Such deficiencies must be corrected and cannot be considered mitigating factors.ALPA appreciates the opportunity to comment on this proposal. Although we feel the proposed standard would be an improvement over current standards, the effort falls short of establishing engine criteria that reflect the current and future picture of wildlife hazards. We urge the FAA to continue to sponsor industry groups and research efforts to improve understanding of the threat and, with that understanding, ways to counter it. Paul F. Eschenfelder http://digitalcommons.unl.edu/birdstrike1999/14 http://digitalcommons.unl.edu/birdstrike1999/14 Wed, 18 Jan 2006 08:10:32 PST Certification of aircraft against the birdstrike threat is expensive and time consuming. With the need to reduce design life cycle time and costs with ever more complex structures (materials, geometries and manufacturing methods) yet with no reduction in safety, the possibilities of certification via generic analysis is an attractive proposition. This paper discusses one approach being considered within British Aerospace (BAe). It relies heavily on research activities that have derived extensive data for bird biometrics and innovative testing that can provide mechanical data for bird failure modes unique to military aircraft. Whilst almost all birdstrike clearance is performed via testing using real birds on representative structure, some alternatives methods are now possible. Reference 1 for civil aircraft, states that "compliance may be shown by analysis" but that the analysis must be based on tests performed on "sufficiently representative" structures of "similar" design; as yet there is no equivalent wording for military aircraft. Although open to interpretation, the basis premise is that if you have designed and tested a similar component before, and if you can show an analysis method that gives an acceptable level of accuracy then you can clear a new "generic" component by analysis alone. Definition of structures within appropriate non-linear finite element (FE) codes is now well understood and developed, however, bird models vary considerably between workers. Differences in density, shape and aspect ratio are easy to see; differences in mechanical properties are not as transparent. Unless data to define analytical birds can be justified against viable sources, it is unlikely that certification of structures by analysis alone will be successful. Similar thoughts apply when considering substituting real birds for synthetic birds in testing. It is important that data used in defining bird properties has been taken from a justifiable source, not just assumed or fitted to test data. Previous workers (Ref. 2) have stated that "Scientists should aim to make the model fit the bird, not make the bird fit the model". Chris H. Edge http://digitalcommons.unl.edu/birdstrike1999/13 http://digitalcommons.unl.edu/birdstrike1999/13 Wed, 18 Jan 2006 08:06:10 PST The number of bird strike cases received from U.S. Air Force bases for identification has increased from 640 in 1996 to more than 840 in 1998. The additional workload, together with staff shortages on the BASH team, created a need for a more efficient reporting system. Previously, all bird strike remains were funneled through the Safety Center at Kirtland Air Force Base where they were logged into a database, forwarded to the Smithsonian Institution for identification, and then sent back to Kirtland for data entry of results before being returned to field personnel. This system facilitated a bottleneck in the turnaround time for identification results. Bird strike remains are now sent directly to the Smithsonian, an electronic bird strike form is submitted from Safety Offices via email, and the identification results are forwarded directly to the base. This new system significantly decreases data-entry efforts, return time of results, and provides a more accurate and consistent database. The feather identification process is discussed in conjunction with instructions and tips for using the new electronic reporting system. Carla J. Dove http://digitalcommons.unl.edu/birdstrike1999/12 http://digitalcommons.unl.edu/birdstrike1999/12 Wed, 18 Jan 2006 08:03:57 PST The Vancouver International Airport (YVR) is Canada's second-busiest civil airport and is located on the Fraser River delta--the staging and wintering ground for millions of birds representing many taxonomic groups. Consequently, YVR experiences one of the highest bird-strike rates of any airport in Canada. Since 1994, LGL Limited has investigated and monitored avian ecology as it relates to existing and potential hazards to air-traffic safety at YVR. A formalized monitoring program is on-going. The distribution, abundance, and flight patterns of birds are recorded and summarized by individual species or by taxonomic group. Monthly and semiannual reports present information that depict changes in the local bird community regarding spatial, temporal, and behavioural factors. A multi-year database permits the comparison of these factors during a present period to past highs, lows, and averages. Data analyses are complex, but have been streamlined through the development and application of database programming developed specifically for this project. Using this, and other information such as habitat mapping and bird-strike statistics, "hazard maps" are generated. Together with the remainder of the reports, these maps provide the Wildlife Control Program with an objective view of bird hazards at YVR. Among other uses, this information can guide control efforts and gauge the effectiveness of bird control over time. M. W. Demarchi