Thermal Imagery Applied to Reducing Bird Hazards to Aircraft at Airports

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.

THE ROLE OF BIRD MANAGEMENT IN FIRE PROTECTION

Two years ago, Mike Fall and I showed you some ideas we had regarding mod¬ern architecture and bird problems. This year we've switched to considering bird hazards in older frame dwellings and on buildings where a fire hazard may be ap¬parent. During a class project some time ago, I was examining a nest of house sparrows and discovered that these birds incorporated cellulose cigarette filters into their nests. Filters were stripped of their paper wrapping and were apparently used by the sparrows as a substitute for or a supplement to fluffy air-born seeds and seed mat¬erials. The incidence of the cigarette filters varied. In the nests that I sampled the numbers varied anywhere from six up to two dozen filter remnants. We feel that the incidence will probably vary with the relative availability of discarded cigarette filter butts. We are concerned with the incidence of filters as an index to the possibility that the birds are picking up live cigarette butts, and this leads us to investigate some records of fires over the past three quarters of a century that were claimed to have been caused by birds.

Fire History at the Eastern Great Plains Margin, Missouri River Loess Hills

The purpose of this paper is to provide quantitative fire history information for a geographically unique region, the Loess Hills of northwest Missouri. We sampled 33 bur oak (Quercus macrocarpa Michx.), chinkapin oak (Q. muehlenbergii Engelm.), and black oak (Q. velutina Lam.) trees from the Brickyard Hill Conservation Area in northwest Missouri. The period of tree-ring record ranged in calendar years from 1671 to 2004 and fire-scar dates (n = 97) ranged from 1672 to 1980. Fire intervals for individual trees ranged from 1 to 87 years. The mean fire interval was 6.6 years for the pre-Euro-American settlement period (1672-1820), and 5.2 years for the entire record (1672-1980). A period of more frequent fire (mean fire interval = 1.6 for 1825 to 1850) coincided with Euro-American settlement of the area. The average percentage of trees scarred at the site was 16.8%, or about 1 in 7 trees sampled per fire. No significant relationship between fire years and drought conditions was found; however, events prior to 1820 may have been associated with wet to dry mode transitions.

Fire History at the Southwestern Great Plains Margin, Capulin Volcano National Monument

This study documents historic fire events at Capulin Volcano National Monument over the last four centuries using dendrochronologically dated fire scars at two sites: the lower volcano lava flows (the Boca) and the adjacent canyon slopes (Morrow Ranch). The mean fire interval (MFI) was 12 years at the Boca site (before 1890) and 5.4 years (1600-1750) and 19.1 years (1751-1890) at the Morrow Ranch site. Data from the Boca and Morrow Ranch sites combined with the extremely pyrogenic landscape position of the volcano slopes indicate that the volcano slopes likely burned more frequently (e.g., MFI <5 yr). Around 1750, the fire regime appeared to transition to longer fire intervals, greater temporal synchrony among fire-scarred trees, and a higher proportion of trees scarred in fire years. Temporal variability in the fire regime at Capulin Volcano may reflect changes in human populations, climate, and land use.

Fire Frequency and the Vegetative Mosaic of a Spruce-Fir Forest in Northern Utah

Fire scar and vegetative analysis were used to construct a fire history for the Engelmann spruce/subalpine fir (Picea engelmannii/Abies lasiocarpa) vegetation type of the Utah State University (USU) T. W Daniel Experimental Forest. Three distinct periods of fire frequency were established-presettlement (1700-1855), settlement (1856-1909), and suppression (1910-1990). Mean fire interval (MFI) decreased during the settlement period and greatly increased during the suppression era. The difference was attributed to the influx of ignition sources during the settlement of nearby Cache Valley, located 40 km to the west. Logging and livestock grazing appear to have led to the reduced MFI, which in turn worked as a factor to create the vegetative mosaic now observed on the study area. The increase in MFI during the suppression era permitted the advancement of shade-tolerant species in the understory of the shade-intolerant lodgepole pine (Pinus contorta var. latifolia) and quaking aspen (Populus tremuloides). Continued suppression of disturbance from wildfire will allow the lodgepole pine cover type, which experienced the lowest MFI during the settlement period, to be further invaded by shade-tolerant species, decreasing spatial stand diversity and increasing the risk of more intense fires.

BIRD HAZARDS TO AIRCRAFT

When I spoke to the third Bird Control Seminar in 1966 on "Ecological Control of Bird Hazards to Aircraft", I reviewed what we had accomplished up to that time. I spoke about the extent of the problem, the bird species involved and the methods we used to make the airports less attractive to birds that created hazards to aircraft. I wish to discuss today our accomplishments since 1966. I have presented a number of papers on the topic including one with Dr. W. W. H. Gunn, in 1967 at a meeting in the United Kingdom, and others in the United States (1968 and 1970) and at the World Conference on Bird Hazards to Aircraft in Canada in 1969. There is no longer any question about the consequences of collision between birds and aircraft. Aircraft have not become less vulnerable either. Engines on the Boeing 747 have been changed as a result of damage caused by ingested birds. Figures crossing my desk daily show that while we are reducing the number of serious incidents and cutting down repair costs, we will continue to have bird strikes. Modification of the airport environment (Solman, 1966) has gone on continuously since 1963. The Department of Transport of Canada has spent more than 10 million dollars modifying major Canadian airports to reduce their attractiveness to birds. Modifications are still going on and will continue until bird attraction has been reduced to a minimum.

EFFECTS OF A BIRD HAZARD REDUCTION FORCE ON REDUCING BIRD/AIRCRAFT STRIKE HAZARDS AT THE ATLANTIC CITY INTERNATIONAL AIRPORT, NJ

Bird-aircraft strikes at the Atlantic City International Airport (ACY) increased from 18 in 1989 to 37 in 1990. The number of bird-aircraft strikes involving gulls (Larus spp.) during this time rose from 6 to 27, a 350% increase. The predominant species involved in bird strikes was the laughing gull (L. atricilla). Pursuant to an interagency agreement between the U.S. Department of Transportation (USDOT), Federal Aviation Administration (FAA) and the U.S. Department of Agriculture (USDA)l Animal and Plant Health Inspection Service (APHIS)/Animal Damage Control (ADC), ADC established a Emergency/Experimental Bird Hazard Reduction Force (BHFF) at ACY in 1991. An Environmental Assessment (EA) and Finding of No Significant Impact (FONSI) for the 1991 Emergency/Experimental BHRF was executed and signed by the FAA on 19 May 1991. The BHRF was adopted at this time by the FAA Technical Center as an annual program to reduce bird strikes at ACY. The BHRF goals are to minimize or eliminate the incidence of bird-aircraft strikes and runway closures due to increased bird activities. A BHRF team consisting of ADC personnel patrolled ACY for 95 days from 26 May until 28 August 1992, for a total of 2,949 person-hours. The BHRF used a combination of pyrotechnics, amplified gull distress tapes and live ammunition to harass gulls away from the airport from dawn to dusk. Gullaircraft strikes were reduced during BHRF operations in 1992 by 86% compared to gull strikes during summer months of 1990 when there was not a BHRF team. Runway closures due to bird activity decreased 100% compared to 1990 and 1991 closures. The BHRF should continue at ACY as long as birds are a threat to human safety and aircraft operations.

Airport Bird Threat in North America from Large Flocking Birds (geese) (as Viewed by an Engine Manufacturer)--Part 1

In worldwide aviation operations, bird collisions with aircraft and ingestions into engine inlets present safety hazards and financial loss through equipment damage, loss of service and disruption to operations. The problem is encountered by all types of aircraft, both military and commercial. Modern aircraft engines have achieved a high level of reliability while manufacturers and users continually strive to further improve the safety record. A major safety concern today includes common-cause events which involve significant power loss on more than one engine. These are externally-inflicted occurrences, with the most frequent being encounters with flocks of birds. Most frequently these encounters occur during flight operations in the area on or near airports, near the ground instead of at cruise altitude conditions. This paper focuses on the increasing threat to aircraft and engines posed by the recorded growth in geese populations in North America. Service data show that goose strikes are increasing, especially in North America, consistent with the growing resident geese populations estimated by the United States Department of Agriculture (USDA). Airport managers, along with the governmental authorities, need to develop a strategy to address this large flocking bird issue. This paper also presents statistics on the overall status of the bird threat for birds of all sizes in North America relative to other geographic regions. Overall, the data shows that Canada and the USA have had marked improvements in controlling the threat from damaging birds - except for the increase in geese strikes. To reduce bird ingestion hazards, more aggressive corrective measures are needed in international air transport to reduce the chances of serious incidents or accidents from bird ingestion encounters. Air transport authorities must continue to take preventative and avoidance actions to counter the threat of birdstrikes to aircraft. The primary objective of this paper is to increase awareness of, and focus attention on, the safety hazards presented by large flocking birds such as geese. In the worst case, multiple engine power loss due to large bird ingestion could result in an off-airport forced landing accident. Hopefully, such awareness will prompt governmental regulatory agencies to address the hazards associated with growing populations of geese in North America.