18-21 August 2008

Bird Strike Committee USA/Canada Meeting

Lake Mary and Sanford, Florida

 

Hosted by Orlando-Sanford International Airport

at the Orlando Marriott Lake Mary Hotel

 

ABSTRACTS OF PRESENTATIONS AND POSTERS

 

 

(1) PERSONAL LIABILITY IN THE AFTERMATH OF BIRDSTRIKES: A COSTLY CONSIDERATION

 

Larry A. Dale, Sanford Airport Authority, Orlando Sanford International Airport, 1200 Red Cleveland Boulevard, Sanford, FL  32773 USA

 

Each year, the aviation industry is faced with the potential for extensive loss of life and property due to bird strikes. Indeed, the frequency and devastating consequences of bird strike activity dictate that these occurrences remain in the forefront of every airport’s wildlife management plan.  Today’s airport manager, tasked with the ultimate responsibility for safe, secure and efficient operation of the airport, must also address the weighty issue of liability.  Organizational and personal liability are significant threats that cannot be overlooked.  Today’s court system bears witness of airport managers being held responsible and sued personally for injuries and death as well as property damage in the aftermath of bird strikes. Further, regulatory agencies are using their law enforcement arms to enforce permitting regulations to the extent that management can be prosecuted civilly and criminally in the face of violations involving either inappropriate action or even the taking of no action at all.  In such cases, liability may extend further to encompass airport operators and board members, and the expenses for legal defense, including attorneys and experts, are a costly consideration.   This paper will detail liability issues inherent in bird strikes, and discuss how airport management must strive to ignore criticism and adverse media attention, and proceed as directed by 14 CFR/FAR Part 139.337 to conduct accurate assessments, and develop and implement an effective wildlife management plan.  

 

 

(2) Challenges, Circumstances and Considerations for Bird and Wildlife Abatement and The Importance of Empirical and Historical Data at Central Florida Airports

 

Johnny C. Metcalf, Greater Orlando Aviation Authority, Orlando International Airport, One Airport Blvd, Orlando, FL  32827 USA

George Speake, Sanford Airport Authority, Orlando Sanford International Airport, 1200 Red Cleveland Blvd., Sanford, FL  32773 USA

 

The central Florida region is home to a variety of birds and wildlife.  Most bird species occurring in the eastern United States winter in, or migrate through, Florida.  Ample rainfall, abundant lakes, ponds and marshes provide productive aquatic habitats for a variety of birds, reptiles and mammals.  Airport operators are faced with a diversity of wildlife species and situations capable of adversely impacting aviation operations. Constant surveillance, dispersals, removals capture relocations, habitat and ecological modifications are the primary tools for addressing these issues.  Area development has increased significantly in recent years making the open expanses of the airfield and unimproved airport property more attractive to birds and wildlife including state and federally protected species resilient to a variety of human activities including aviation operations.  Cooperation between regulatory, environmental and conservation organizations is essential for public support, proposing and/or modifying legislation and constructing comprehensive abatement measures.  Historical and empirical data can provide a basis for cooperation and puts into perspective hazards relative to each species and its population specifically bald eagles and wood storks.

 

 

(3) Florida BASH: An Integrated Management Approach from the Ground Up

 

Marty Daniel, Charles Kara, John Fontenot, Jerry Hairston, Bernice Constantin, Anthony Duffiney, and John Dunlop, USDA Wildlife Services, 2820 East University Avenue, Gainesville, FL  32641 USA

 

Florida harbors numerous bird and mammal species because of its rich diversity of both natural and man-made habitats that provide ample food, water, and cover throughout the year.  This diversity has led to numerous wildlife/aircraft strikes resulting in significant monetary losses for the U.S. Air Force (USAF).  Despite diminishing budgets, recurrent turnover of base personnel,, and shifting priorities, Wildlife Services has worked successfully with USAF personnel to develop a heightened awareness of BASH issues and effective, proactive BASH programs at three air bases in Florida.  Emphasizing the use of accurate data along with proper analysis to form science-based recommendations facilitates collective efforts from members of the Bird Hazard Working Group (BHWG), which promotes a cooperative climate for success.  As a result of data collected during comprehensive wildlife hazard assessments, Integrated Wildlife Hazard Management Plans (IWHMP) have been developed and implemented..  The IWDMP consists of three approaches: (i) management of the resources being negatively affected (ii) management of wildlife associated with the damage and (iii) physical separation of the two.  While some of the methods described here are unique to the Florida programs, most are applicable elsewhere.  This presentation outlines the successes and learning experiences of the BASH programs at Eglin, Tyndall, and Homestead Air Force Bases.

 

 

(4) Strategies for mitigating bird strike risk from vulture populations at MacDill AFB

 

Jon Gilbert and Karen Voltura, Flyaway Farm and Kennels Wildlife Management, 8208 Hanger Loop Drive, Bldg 299, Suite 9, MacDill AFB, FL  33621 USA

 

Over the last 20 years, strikes with vultures have accounted for 1/3 of the total damage to aircraft at MacDill AFB in Tampa, FL.   Locally, vulture populations increase in the fall as flocks migrate south and winter in the Tampa Bay area.  Aerial surveys as well as ground surveys were used to identify vulture roost locations and data on daily movement patterns were collected.   Black and Turkey vultures were roosting within one-half mile of the runway in adjacent mangroves and on nearby large fuel tanks for two oil distributors for the Port of Tampa.  The vultures caused frequent increases in the Bird Watch Conditions when they were leaving the roost for the day.  The birds soared over the airfield gaining altitude using the thermals coming off the concrete on the way to food sources.  Using tactics involving pyrotechnics, depredation and effigies the roosts were effectively harassed and most of the birds either moved closer to their food source on the east side of the bay or much further west along the peninsula.  The roosts closest to the base became mostly dormant.  Subsequently when the vultures reached the airfield during their daily movements they would quickly cross the airspace and not soar over the runway area because they had already reached their desired altitude.   As a result, vultures stayed over the airfield for much shorter time periods when traveling to their food source.  Many vultures diverted around the airfield entirely when several effigies were placed along the west perimeter fence line.  This program utilizing harassment as well as restructured flying restrictions and increased pilot awareness decreased the amount of time spent in any BWC above low-alert by over 93%.  The result was significantly increased training time with no increase in bird strike rates or any bird strikes involving vultures. 

 

 

(5) The Florida Statewide Airport Stormwater Study

 

Abdul Hatim, Florida Department of Transportation Aviation Office, 605 Suwannee Street, MS 46, Tallahassee, FL 32399 USA

John J. Sansalone, University of Florida, Department of Environmental Engineering Sciences, 312 Black Hall, P.O. Box 116450, Gainesville, FL 32611-6450 USA

Scott T. Brady, Hanson Professional Services, 9015 Town Center Parkway, Suite 105, Lakewood Ranch, FL 34202 USA

 

Florida is one of twelve or fewer states that regulate storm water quality on a statewide basis.  The most commonly used design for water quality management is a vegetated, permanently wet pond that is presumed to meet water quality standards.  Also, typical designs fully convey extreme rainfall events to the same wet ponds, which must then be sized for flood attenuation.  These design features can and do attract birds and other wildlife that can be hazardous to flight.  The Florida Department of Transportation and the Federal Aviation Administration fund the Florida Statewide Airport Stormwater Study to develop data and approaches to meet water management requirements while eliminating or reducing design features that attract wildlife.  A stakeholder group composed of the Florida Department of Environmental Protection and the Water Management Districts, along with FAA and FDOT provide guidance to the consultant and university team doing the study.  Initial results, published and accepted, characterize the runoff from airport airside pavement.  This includes water quality and quantity, with 5 minute rainfall data.  These data indicate that a majority of airside pavement can use overland flow, without ponds, for airside water management.  Copper is generally the controlling pollutant.  These study results are now in the rulemaking stage.  Computational fluid dynamics suggests that a linear, steep sided pond without vegetated shelves may provide water management functions for those cases where overland flow will not work.  The program results to date and current status are summarized in this paper, including a discussion on implementing the results to design, permitting and construction of airport pavements.

 

 

(6) Parameters Affecting Bird Use of Stormwater Detention Ponds in the Southeastern United States: Implications for Bird-Aircraft Collisions

 

Brian J. Fox and James B. Armstrong, Auburn University, School of Forestry and Wildlife Sciences, 3301 Forestry & Wildlife Sciences Building, Auburn University, AL  36849 USA

Bradley F. Blackwell, USDA Wildlife Services, National Wildlife Research Center, 6100 Columbus Ave., Sandusky, OH  44870 USA

James B. Grand, Alabama Cooperative Fish & Wildlife Research Unit, 3301 Forestry & Wildlife Sciences Bldg., Auburn University, AL  36849 USA

Wesley B. Holland, USDA Wildlife Services, 3301 Forestry & Wildlife Sciences Bldg., Auburn University, AL  36849 USA

 

Stormwater impoundments within Federal Aviation Administration (FAA) sighting criteria (10,000 foot line of sight around airport perimeter) increase the risk of bird-aircraft collisions by providing bird habitat, but the factors which influence this risk have only recently been investigated.  Managers must find ways to reduce this risk, while still managing stormwater for environmental quality compliance.  The FAA provides guidelines for stormwater management to reduce hazardous wildlife attraction (AC150/5200-33B).  However, these guidelines do not quantify the role of pond and landscape characteristics in attracting birds to stormwater ponds.  In a collaborative effort with the FAA and the U.S. Department of Agriculture’s (USDA) Wildlife Services, we are quantifying bird use of stormwater detention ponds. For this project we are conducting point counts at 40 stormwater ponds in the Auburn, AL area on a rotating basis.  We are quantifying pond and landscape characteristics with a combination of observer data and geographic information systems.  The data generated will provide a basis for understanding factors influencing bird-aircraft collision risks created by the presence of stormwater ponds.  We will present our development of a priori models to describe bird use of stormwater ponds and discuss the project’s objectives, including the development of improved Best Management Practices for hazardous birds at stormwater ponds.  We will also summarize the project’s preliminary data and analyses to date.

 

 

(7) Bird hazard management on wetlands at UK aerodromes

 

Andy Baxter, Bird Management Unit, Central Science Laboratory, Sand Hutton, York, YO41 1LZ, England

 

UK aerodromes suffer consistently wet conditions that often result in standing water on airfield grassland or a requirement for water run-off and containment facilities. Such areas routinely present an attraction to hazardous birds including ducks, geese, waders and swans. Where possible, such features are eliminated from the aerodrome environment at the design stage or through the implementation of additional drainage. Practicalities and expense, however, can limit these options. This paper discusses the types of design features that are used to reduce the attraction of a wetland site to birds, and reports on the effectiveness of wiring, netting and bird balls as control systems for existing sites. Wire spacing needed to be reduced to 0.7m intervals before a significant reduction in total bird numbers was achieved. 20m spacing, however, was effective against swans. Netting, or wire spacing at less than 0.3m was required to exclude all hazardous birds. Bird balls excluded all species but were not suitable for all sites. Continuous active deterrence patrols were successful at preventing the use of, but not investigation of, saturated wetland sites that developed during heavy rains on some airfields.

 

 

(8) SMS and Bird/Wildlife Management Programs

 

Nicholas B. Carter, Birdstrike Control Program, 16051 E FM 1097, Willis, TX  77378-4077  USA

Samuel Hautequest Cardoso, South America ICAO - International Civil Aviation Organization, Airports & Ground Aids/Airport Operation, P.O. Box 4127, Lima 100, Peru

 

As ICAO implements the new SMS (Safety Management Systems) requirements for all international airports with its amended Annex 14 and the FAA moves to a more formally delineated requirement to implement SMS at all Part 139 airports, airport managers will soon have to face the development of full-fledged SMS programs for their airports. As an integral part of an airfield’s SMS, bird and wildlife management will also need to be incorporated into the SMS. With a dearth of literature on SMS and wildlife management and without an abundance of long-term experience at North American airfields, airport managers will not have a ready resource from which to draw and will face the difficulty of instituting programs they may not be fully prepared to undertake.  ICAO in general, and several South and Central American airports in particular, have led the way in the development of comprehensive SMS at airfields.  CARSAMPAF (Comité Regional CARSAMPAF de Prevención del Peligro Aviario y Fauna) strives to assists those airports in its region, as well as other airports around the world, in developing and implementing SMS through lessons learned (both good and bad) with existing SMS at South and Central American airports.  This presentation will examine how North American airports can integrate bird and  wildlife management into a comprehensive SMS in compliance with Annex 14 or the FAA’s SMS requirements. We will examine the basic features of SMS with relation to bird and wildlife management at airfields: safety culture, data collection and review, reporting, risk analysis, gap analysis, and performance indicators and discuss how these fit in to an airport’s overarching SMS.

 

 

(9) SAFETY MANAGEMENT SYSTEMS: HOW USEFUL WILL THE faa NATIONAL WILDLIFE STRIKE DATABASE BE?

 

Sandra E. Wright and Richard A. Dolbeer, USDA Wildlife Services, 6100 Columbus Avenue, Sandusky, OH  44870 USA

 

The National Wildlife Strike Database for Civil Aviation in the USA became operational in 1995 with the initiation of data entry of all strike reports beginning in 1990.  The database contains 82,057 reported strikes from 1990-2007 involving civil aircraft in the USA or USA carriers in foreign countries.  About 9,800 of these strike reports have noted damage to the aircraft of which 2,700 indicated the damage was substantial.  The database has proven to be a useful source of objective information on the extent and nature of wildlife strikes for personnel at individual airports and for researchers and regulatory agencies at the national level.  With the impending requirement for airports in the USA to manage safety risks through a formal Safety Management System (SMS) approach, we propose that the database can be a key element for prioritizing wildlife risks and providing objective benchmarks of the effectiveness of Wildlife Hazard Management Plans (WHMP).  We propose that airports use the number of damaging strikes by species over the past 5-year interval, in combination with wildlife count data by species prioritized by likelihood of damage, as a means of guiding management actions to minimize future risk.  We further propose that a benchmark or threshold rate of 1.0 damaging strike/100,000 movements per year be established.  Any airport exceeding this damaging strike rate in a given year must reevaluate it’s WHMP to reduce the species-specific risk.  To enhance the utility of the database in a SMS, improvements are needed in the level and quality of reporting of wildlife strikes.  In particular, all strikes need to be reported, and improved efforts are needed in obtaining correct identification of the wildlife species involved in these incidents.  During the past 12 years, the National Wildlife Strike Database for Civil Aviation in the USA has provided a scientific foundation for the various efforts underway to reduce the problem of bird and other wildlife strikes with aircraft.  Improvements in reporting, as outlined above, will make the database even more useful as part of an SMS to enhance safety at airports nationwide.

 

 

(10) Managing Red-Tailed Hawk Perching Sites on Federal Aviation Administration (FAA) Equipment at General Mitchell International Airport (MKE), Milwaukee, WI

 

Henri A. Woods II, USDA Wildlife Services, 5800C South Howell Avenue, Milwaukee, WI   53207 USA

 

General Mitchell International Airport (MKE) located in Milwaukee, WI, has many man-made perching sites used by hawks.  Several of these sites need to be addressed to improve air operations safety because of the preference by red-tailed hawks.  The first perching sites addressed at MKE were six lamp posts at the base of the 128th Air Refueling Wing of the Wisconsin Air National Guard, which were used daily by red-tailed hawks.  In order to mitigate the perching, umbrella skeletons (Daddi Long Legs™ or Bird Spider™) were recommended to be attached to the top of each lamp post.  After installation of the skeletons, perching was reduced from daily to none.  The effectiveness of the skeletons on the lamp posts led to a consultation with FAA technicians to request the skeletons be placed on top of several pieces of FAA equipment (i.e., glide slope towers).  During these same meetings, the technicians stated plastic cable ties could be used on the antennae and obstruction lights on the glide slopes as a deterrent for red-tailed hawk perching.  It has been commonly mentioned that these devices cannot be installed because of interference with sensitive equipment; therefore, an evaluation was conducted.  Cable ties and an umbrella skeleton were attached to one of three glide slopes and a flight check was conducted to determine if these devices might interfere with equipment operation.  Anti-perching equipment did not interfere with glide slope operation; therefore, an umbrella skeleton and cable ties are scheduled to be placed on one additional glide slope at MKE.  There are ongoing adjustments for cable tie spacing and required number for effectiveness but these devices have reduced the perching area used be red-tailed hawks at MKE.  Further research is necessary to determine longevity, effectiveness, and potential interference issues of these devices.

 

 

(11) Test of an alternative rodent control method: CHF fertilizer/small mammal repellant

 

Randy J. Outward, USDA Wildlife Services, 1501 N. Marginal Rd., Cleveland, OH  44114 USA

Rebecca L. Mihalco, USDA Wildlife Services, P.O. Box 81216, Cleveland, OH  44181 USA

Thomas W. Seamans, USDA Wildlife Services, National Wildlife Research Center, 6100 Columbus Ave., Sandusky, OH  44870 USA

 

Small mammals, primarily rodents, are an indirect threat to aviation safety because they are the prey base for numerous species of raptors.  An abundant rodent population at an airport can attract and sustain a significant number of hazardous raptors in the airport vicinity.  The use of chemical rodenticides has been shown to reduce rodent populations but may not be practical because of environmental concerns, thus alternative methods are needed.  A test of a small mammal repellant, CHF, was conducted at Burke Lakefront Airport in Cleveland, OH.  CHF, manufactured by Coolworks BV, is a pelleted, composted 1:1 mixture of mink/fox manure and peat.  Coolworks BV recommends a broadcast application of CHF at a rate of 250 kilograms per hectare (223 pounds per acre) with repeated applications of 1 to 3 times per year or as needed.  The study area consisted of three 3 acre treatment blocks and three 3 acre control blocks.  The target rodent species was the meadow vole (Microtus pennsylvanicus); however, all rodents captured [which included deer mice (Peromyscus maniculatus), house mice (Mus musculus) and Norway rats (Rattus norvegicus)] were included in the analyses.  A pre-application trapping index was conducted on each block in early October 2007 immediately prior to the first CHF application.  Two weeks following the first application we observed a 51% decrease in meadow voles and a 31% decrease in all rodents from the treated blocks while there was a 55% increase in meadow voles and a 37% increase in all rodent species from the control blocks.  Another index conducted one month after a second product application compared to the pretreatment indices revealed an 85% decrease in meadow voles and an 83% decrease in all rodents from the treated blocks while there was a 44% increase in meadow voles and an 83% increase in all rodent species from the control blocks.  The preliminary results of the fall/winter tests show potential, indicating that CHF may have a place in an integrated management system.     

 

 

(12) REDUCING BIRD STRIKE RISKS THROUGH INSECT MANAGEMENT AT A MILITARY BASE

 

Dedrick Pesek and Michael J. Bodenchuck, USDA Wildlife Services, Box 100410, San Antonio, TX  78201-1710 USA

David J. Hayes, USDA Wildlife Services, PO Box 50848, Billings, MT  59105 USA

Mark Mapston, Texas AgriLife Extension Service, 122 North East Street, Uvalde, TX  78801 USA

 

USDA-APHIS-Wildlife Services (WS) and the U.S. Air Force (USAF) work collaboratively to minimize bird strike risks at Air Force Bases (AFB) nationwide.  At Laughlin AFB near Del Rio, Texas migratory, insectivorous birds in the aircraft operations area pose a bird strike risk to pilots and crews.  The peak of bird strikes at Laughlin AFB is associated with the peaks of bird migration in the spring and fall.  Noting this, WS recommended the application of carbaryl insecticide in the Laughlin AFB operational area to reduce insects and foraging opportunities for birds to reduce bird strike risks.  Two trial treatments were conducted in 2006 which showed promising results.  Before operational carbaryl treatments could be carried out, several procedural requirements needed to be completed.  National Environmental Policy Act (NEPA) documents were prepared by WS and completed by the USAF.  To meet U. S. Environmental Protection Agency (EPA) requirements for pesticide registration, a 2(ee) amendment to the label was prepared and accepted by the EPA.  A carbaryl application then was conducted in April 2008.  Insectivorous bird strikes were reduced by 80% compared with previous years when no treatment was applied.

 

 

(13) A practical and cost effective approach to airport wildlife management in the context of local landuse:  two Australian case studies

 

Phil Shaw, Avisure, P.O. Box 404, West Burleigh, Qld 4219, Australia

 

The average strike rates at Australian airports are 4.5, 6 and 0.9 per 10,000 movements for different category airports.  These rates reflect the diversity and density of Australian avifauna as well as the littoral distribution of most of our major airports.  In the past, isolated and piecemeal management approaches such as fixed position scare devices and dispersal by poorly trained and equipped patrols were ineffective at managing strike risk.  Here we describe a practical, cost effective and integrated approach that commences with audit, habitat review and field surveys and is followed by risk assessment and mitigation strategies that are reviewed according to quantifiable targets.  Risk assessments are based on both historical strike and current survey data.  Mitigation strategies include on and off airport habitat management, regional wildlife population assessments, surrounding landuse refinement, airport staff training programs in addition to expanded options for active dispersal.  At each airport the process is coordinated by a local wildlife consultative committee which comprises operators, airport tenants, air traffic control, regulators and local land users and authorities.  Two case studies using this approach and spanning the period 1997-2007 are presented.  At one airport strikes reduced by 88% over the first two years of the integrated program.   At a second airport strikes reduced by 30% and risk indices reduced by 50% in the first two years of the program.  However, in the following 5 years, while strike risk and damaging strikes remained steady, total strikes steadily increased.   

 

 

(14) Capture, color-marking and translocation of resident and non-resident Red-tailed Hawks (Buteo jamaicensis) at Portland International Airport 1999-2007: overview and evaluation of an innovative program

 

Carole E. Hallett, Pacific Habitat Services, 9450 SW Commerce Circle, Suite 180, Wilsonville, OR  97070 USA

Nick Atwell, Port of Portland, Aviation Wildlife Manager, 7000 NE Airport Way, Portland, OR  97218 USA

 

Pacific Habitat Services began trapping, color marking and translocation of Red-tailed Hawks at Portland International Airport (PDX) in October 1999 in response to a high number of red-tail bird strikes.  Initially, all red-tails were targeted for capture and translocation.  Subsequent observations of returning birds led to the current practice of identifying and leaving resident adults and focused trapping efforts on non-resident, transient and migratory hawks.  PDX strike data strongly supports the assumption that resident adults are less likely to be struck than non-residents.  The data also suggests that residents with more experience are less likely to be struck than those with less experience and that the location of some territories may make them more hazardous than others.  Of 70 confirmed red-tail strikes occurring January 2000 - December 2007 only three were of resident breeding adult red-tails.  We suggest that leaving airport savvy hawks on territory as placeholders reduces the likelihood that inexperienced birds will move in to occupy that territory.  In addition, resident adults actively chase non-resident and inexperienced hawks away from the airfield further reducing the number of higher risk hawks and the associated potential bird strikes.  At present, PDX manages seven pairs of resident Red-tailed Hawks.  To date, over 600 red-tails have been captured at PDX.  Trapping and translocation is not a standalone method; it is used along with nest intervention, habitat modification, prey base management and hazing to reduce the likelihood of red-tail bird strikes. 

 

 

(15) LET’S TALK TURKEY: Integrating traditional wildlife management techniques to reduce hazards at airports 

 

Christopher O. Bowser, USDA Wildlife Services, PSC Box 8006, BLDG 4223 Access Road, MCAS Cherry Point, NC  28533 USA

 

Similar to many populations of large North American bird species, wild turkey populations have rebounded largely due to conservation efforts.  Historically, reports of turkey – aircraft strikes are infrequent; however, in the last five years reported turkey/ aircraft strikes have risen by 47%.  FAA National Wildlife Strike Database figures indicate 36 aircraft-turkey collisions in the past 16 years (1991 to 2006).  Airport managers are seeking solutions to mitigate the threat to aviation safety that turkeys pose.  Turkeys have become a highly sought game bird and the use of depredation to mitigate turkey problems at airports; while legal, could be viewed negatively by some sectors of the public.  An alternative is to integrate a trap/ relocation program into the airport wildlife hazard management plan.  Prior to 1991, Marine Corps Air Station Cherry Point located in the coastal plain of North Carolina had one reported wild turkey on the installation.  A re-stocking program took place in 1991 and 1992 with a total of 15 bird released.  Excellent habitat and closed hunting seasons resulted in a thriving population.  Over time, localized flocks were observed traversing the airfield while foraging in the open grasslands adjacent to runways causing a potential threat to aviation.  Following the decision to re-locate turkeys a total of 61 birds were captured from 1994 through 2007 using a rocket net set-up.  Of the 61 birds caught, 55 were transported from the air station and released at other military installations or public lands within the state of North Carolina.  Our plans are to continue to monitor the turkey population and expand this program in future years to reduce the risk posed by turkeys on the airfield while enhancing the opportunity for hunting in appropriate off-airfield areas.

 

 

(16) Comparison of Non-Lethal Versus Lethal Control Methods for Red-tailed Hawks and other Bird Species at the Waste Management Outer Loop Recycling and Disposal Facility, Louisville, Kentucky, USA

 

Russell P. DeFusco, BASH, Inc., 5010 Lanagan Street, Colorado Springs, CO  80919 USA

Kevin M. Mieczkowski, Waste Management, Inc., 2673 Outer Loop, Louisville, KY  40219 USA

C. Jared Quillen, DeTect, Inc., 2673 Outer Loop, Louisville, KY  40219 USA

 

Removal of red-tailed hawks and other raptors by trapping and relocating, euthanasia, or other techniques is often used by airport managers to address hazardous birds, however many professionals disagree about the effectiveness of this approach.  Relocating birds has drawbacks due to expense, site fidelity leading to returning birds, and other issues.  Lethal control methods suffer from permitting requirements and may lead to adverse public opinion.  Removing birds by relocation or lethal means often results in other individuals, including inexperienced juveniles, attempting to fill vacated territories, with smaller territories, higher densities, and birds that may be less adept at avoiding aircraft traffic.  The Louisville Kentucky Waste Management Outer Loop Recycling and Disposal Facility (WMOLRDF) operates an aggressive bird control program to minimize potential impacts to the nearby Louisville International Airport.  Early management efforts in the program focused on raptor removal through lethal means with limited non-lethal harassment.  During that time, average daily raptor observation counts remained low and relatively stable; however, the number of raptors lethally removed on a monthly basis exceeded those observed during average daily counts, clearly indicating that new birds were filling vacated territories.  A moratorium imposed by Waste Management on killing raptors (and several other species) began at the landfill in October 2005.  Non-lethal harassment efforts targeting Red-tailed Hawks were implemented that include coordinated habitat management, intensive pyrotechnic harassment, installation of anti-perching devices, and use of an innovative Long Range Acoustic Device (LRAD).  The results have been very positive with raptor counts declining, indicating a training effect and territorial defense by adult resident birds.  This paper and presentation summarizes the results of the program, contrasting non-lethal versus lethal methods.

 

(17) Aircraft Birdstrike Avoidance Radar Systems – Looking forward: Next Generation Advancements in the Technology 

 

T. Adam Kelly, Detect, Inc., 3160 Airport Road, Panama City, FL 32405 USA

 

Over the past decade development of specialized avian radar systems for use as real-time aircraft birdstrike avoidance systems has moved from research and development into active deployment of the technology as an operational tool by airfield managers, bird control units and air traffic controllers. Today there are some 50+ known avian radar systems in operation worldwide supporting aviation safety and environmental applications with a number of systems being used daily by air traffic controllers for airfield flight safety.  When manufacturers such as Geo-Marine and DeTect initially committed to developing production model systems for real-time operational use, market studies indicated that, while users recognized the potential value of real-time bird activity information, available budgets would not initially support high cost solutions.  As such, operational systems deployed over the past seven years have typically used commercial-off-the-shelf hardware, most notably commercial marine radar sensors.  However, now that a number of systems are in use at airfields with a documented history of solid return on investment (ROI), users are asking for systems with higher performance and expanded capabilities and features, and are showing a willingness to support the resultant increased system cost.  This paper will present information on the enhancements and improvements currently in development for the “next generation” of operational Aircraft Birdstrike Avoidance Radars that are expected to come on the market in 2009 to include features such as Doppler and true 3-D radar sensors, custom-engineered bird detection antennas, secondary sensors for integrated airfield information systems; and, secondary functionality such as ground, marine and airspace security. 

 

 

(18) The US Air Force (USAF) SMR (Small Radar Program): an overview and status report on the operational use of dedicated avian radar systems at USAF airfields and ranges

 

Eugene LeBoeuf and Lt. Col. Ted Wilkens, US Air Force BASH Team, HQ AFSC/SEFW, 9700 Ave G, SE, Bldg 24499, Kirtland AFB, NM  87117-5671 USA

Ronald L. Merritt, Detect, Inc., 3160 Airport Road, Panama City, FL  32459 USA

 

Aircraft-bird strikes present a significant safety hazard to military aviation.  The USAF began researching small mobile radars (SMRs) in the late-1980’s to provide close-in detection and tracking of hazardous bird activity on and around military airfields.  Lessons learned from early field studies validated the ability of marine radar to detect and track birds, but identified requirements to automate detection and tracking for operational use.  The first airfield to deploy a SMR for real-time bird detection for air traffic control was the Royal Air Force (RAF) base Kinloss in Scotland which installed a Geo-Marine MARS unit in 2002.  Validation of the operational efficacy of the system was conducted by the RAF and the Central Science Lab (CSL); the MARS system has since been in continuous operational use by RAF Kinloss controllers.  The first operational USAF SMR for bird detection was installed at the Dare County Range in North Carolina in 2003. The system, a DeTect MERLIN XS2530m, is a dual horizontal and vertical fan beam radar configuration that is used on approximately 90% of the avian radar systems in operation at present worldwide.  In 2007, the USAF deployed an upgrade to the SMR radar system software that continuously monitors the runway and runway approach and departure corridors, automatically determining and displaying the current bird strike risk on the radar screen and via other information systems.  The SMR today has moved from a development project into an operational tool for selected USAF installations.  On-going work within the program includes deployment of improved performance features and expanded functionality as developed by the SMR vendors based on user feedback and experience gained on operational systems.  The BASH Team is additionally coordinating and supporting service-wide certification efforts for integration in control procedures, frequency approvals and third-party software use on DoD networks, as well as defining a concept of operations (CONOPS) for forward-based deployment of the systems to support military theatre operations.            

 

 

(19) The Ability of Avian Radars to track near miss bird strike events: A missing informational link

 

Matthew W. Klope, Naval Facilities Engineering Command, BASH Program Manager, 1115 W. Lexington St. Bldg. 103, Oak Harbor, WA  98278-1700 USA  

Michael J. Begier, USDA Wildlife Services, PSC Box 8006, BLDG 4223 Access Road, MCAS Cherry Point, NC  28533 USA

Timothy J. Nohara, Accipiter Radar Technologies Inc., 576 Hwy 20 West, P.O. Box 939, Fonthill, Ontario, Canada L0S 1E0

 

The management of problem wildlife within the airfield environment is a difficult job and today’s biologists require as much information as possible.  Bird censuses and actual strike events provide a good picture, but there is a valuable data set out there that has been overlooked, until now.  Recent advances in commercially available, digital avian tracking radars have for the first time enabled biologists to track and evaluate near-miss events to increase the safety margin for our pilots and crew.  As a part of the Department of Defense, Environmental Securities Technology Certification Program (ESTCP) Project:  Integration and Validation of Avian Radars, tens of thousands of hours of bird tracks have been recorded.  During the evaluation of many of these tracks, it was discovered that the radar software is capable of tracking and reporting near- miss events between birds and aircraft. This capability has motivated a study to characterize near-miss events and their importance for BASH management.  This presentation will discuss the importance of near-miss information and how it can be used to enhance aviation safety.  The definition of a near-miss event will be discussed, along with how this type of information can be used as a part of a facility bird strike management program.  A review of some archived data sets will illustrate the potential for deriving risk assessments from near-miss information.

 

 

(20) Deployment and Assessment of Avian Radars

 

Edwin E. Herricks and Elizabeth Woodworth, Department of Civil and Environmental Engineering, University of Illinois, 205 N. Mathews Street, Urbana, IL  61801 USA

Ryan E. King, Federal Aviation Administration, William J. Hughes Technical Center, Atlantic City, NJ  08405 USA

 

As part of a multiple year Federal Aviation Administration research program in Airport Safety (AAR-411), avian radar units have been deployed at Seattle-Tacoma International Airport (SEA) and the Naval Air Station Whidbey Island, Oak Harbor, Washington (NASWI)  by the University of Illinois Center of Excellence in Airport Technology (CEAT).   The radars have been operating for a year or more providing performance data and information on bird movement dynamics.  The CEAT performance assessment program has been comprehensive considering sensor location, radar calibration, data acquisition and management, and data visualization.  Sensor location issues are associated with antenna type, ambient clutter, and the information needs of the study program.  CEAT has developed procedures for site selection based on clutter mapping that optimizes sensor location to achieve observational objectives.  Radar calibration exercises have been undertaken at SEA using a radio controlled helicopter and balloon targets.  Calibration exercises have revealed important information about radar sensors and these exercise have contributed to an improved understanding of radar targets.  Data management has proven to be a particularly important element of the performance assessment.  Multiple radar units generate extremely large data sets that must be processed to provide useful information to wildlife managers or airport safety personnel.  CEAT has developed a data processing procedure that provides sequenced track summaries of detections providing a basis for identifying details of bird movement and the changes in this movement dynamics over daily to seasonal time scales.  The initial deployment of avian radars is being supplemented with additional units at the O’Hare International Airport, John F. Kennedy Airport, and Dallas-Fort Worth Airports where radar performance in actual airport settings will be evaluated.

 

 

(21) The bird strike risk, to be countered or contained?

 

Arie Dekker, Royal Netherlands Air Force Command, Mission Support Branche, Nature Bureau, P.O. Box 8762, 4820 BB  Breda, Netherlands

 

Chronologically bird strike prevention has gone through a number of phases. In the beginning of aviation bird strikes were relatively rare and considered unavoidable.  With the introduction of faster jet engines, the problem became more prominent and birds were scared away from the runway environment.  It was soon recognized that these re-active, corrective measures had to be accompanied by a pro-active, preventive approach in the form of habitat management.  Nowadays, bird strike prevention is part of legislation, auditing and Safety Management Systems.  It is however, still characterized to a great extend by measures that counter the problem instead of containing it.  The RNLAF is actively searching for ways to put more emphasis on containing the problem rather than only counter it by a one dimensional zero tolerance approach.  Therefore, parallel to the meteo status, RNLAF airbases are assigned a dynamic bird status. These are based on actual observations by well trained bird controllers and determine both the level and intensity of bird control as well as the operational use of the airbase.  The method used is discussed, some results are presented and gaps in knowledge are identified.  A second instrument for containing the problem is the use of dedicated bird radars on airfields.  These should be able to project the 3D flight path of birds in relation to that of starting aircraft.  The developments which take place within the FlySafe project as part of the Integrated Application Promotion Program of the European Space Agency are discussed.  Both bird control units and air traffic control are parties that could turn this information into a safer runway environment.  The different user interfaces needed are discussed, as well as the implications for day to day operations.

 

 

(22) Quantifying vulture activity at Marine Corps Air Station, Beaufort, NC

 

Michael L. Avery and John S. Humphrey, USDA Wildlife Services, National Wildlife Research Center, 2820 East University Avenue, Gainesville, FL  32641 USA

Rudolph P. Daughtery, USDA Wildlife Services, Marine Corps Air Station, Beaufort, SC 29904 USA

Michael P. Milleson, USDA Wildlife Services, 2820 East University Avenue, Gainesville, FL  32641 USA

 

Vultures represent a serious hazard to military and civilian aircraft throughout much of the USA.  According to the Breeding Bird Survey, populations of black vultures (Coragyps atratus) and turkey vultures (Cathartes aura) in South Carolina are growing exponentially.  Safety concerns in light of burgeoning vulture populations prompted the initiation of a 2-year study of vulture movements and activities at the Marine Corps Air Station (MCAS) in Beaufort, SC.  We trapped and outfitted turkey vultures and black vultures with solar powered GPS satellite transmitters.  Each hour the location, altitude, and speed of each transmittered bird were recorded.  We compiled and analyzed this information to determine daily and seasonal altitudinal patterns of each species, to identify major roost sites, and to assess potential hazards posed by vultures to air traffic at MCAS.  Here, we report data from 8 black vultures followed for a mean of 12 months and 7 turkey vultures followed for a mean of almost 14 months.  Throughout the year, turkey vultures were airborne consistently more often (83 observations/bird/mo) than were black vultures (32 observations/bird/mo).  For individual black vultures the overall mean flight altitude ranged from 152 to 226 m, whereas the mean altitude for individual turkey vultures ranged from 76 to 148 m.  Turkey vultures with transmitters traveled as far as south Florida (approximately 850 km) while we never recorded transmittered black vultures more than 30 km from Beaufort.  We recorded consistent use by vultures of 8 roost sites and one major feeding area (landfill) within 20 km of MCAS.  Development of a vulture management plan based on the information from this study is underway.

 

 

(23) Forensic birdstrike identification techniques used in the accident investigation at Wiley Post Airport, Oklahoma

 

Carla J. Dove, Marcy Heacker, and Faridah Dahlan, Smithsonian Institution, PO Box 37012, Washington, DC  20013-7012 USA

 

On 3 March 2008, a Cessna 500 crashed in a wooded area about five miles southwest of Wiley Post Airport, Oklahoma killing all five people on board.  This paper describes the detailed forensic methods and expertise used by the Feather Identification Lab, Smithsonian Institution to identify the species of bird involved in this fatal crash. Methods for whole feather analysis, microscopic examination, and DNA barcoding are described as corroborative techniques for the identification of trace evidence in fatal or damaging cases.  We also report the importance of proper field and evidence collection for optimum identification results in all birdstrike cases.   

 

 

(24) Teamwork by Regions in Large Countries Like Brazil - A Good Solution For Bird Strikes

 

Major Raul Moreira Neto, Brazilian Accident Investigation and Prevention Center, Brazilian Air Force, SQS 110, BL F apt 204, ASA SUL, Brasília, DF ZIP 70373-060, Brazil

 

Since Brazil is a large country, associated to a small number of people working in bird strikes prevention, it was decided to create regional groups, composed by public administrators, Air Force Officers, teachers from universities, professionals from Civil Aviation Agency, airport managers, Justice representatives (prosecutors), and any one that could help us in our tasks.  After establishing the group, some researches were made to determine the factors that were attracting birds in the chose airport area, and a schedule of tasks that should be done by each member of the group was created, with deadlines that could be in short, medium or long time.  A date for the next meeting, when they could present the status of all the tasks that were in course, was defined.  In all the airports that we worked in this way, the number of collisions was reduced.  The Brazilian Bird Strike Control Committee controls all groups situation, and organizes meetings at four times per year.  Brazil also conduces seminars every year, were procedures are discussed and new ideas from other countries are welcome (in 2008, our Seminar will be a joint one, with IBSC and CARSAMPAF).

 

(25) The Bird Hazard Report as a Safety Tool

Flávio Antonio Coimbra Mendonça, University of Central Missouri, 1217 Vest Dr, Apt B, Warrensburg, MO 64093 USA

According to Cleary and Dolbeer (Wildlife hazards at airports, 2005), before solving a problem, it must be understood. A mandatory and first step toward understanding and solving the complex problem of collisions between aircrafts and birds is the collection and analysis of bird hazards.  Therein lies the bird hazard report, as an important document that feeds the safety management system.  Safety is typically managed from a systemic perspective in which the accident results from a chain of events. Despite the large amount of knowledge that exists about the dynamics of aircraft accidents, the investigation processes still identify in the accident chain practices and conditions that point to poor operational risk management. Risk management requires information from those who are the frontline, who usually are the first ones to know the hazards pertaining to their workplace.  Pilots are usually the last domino piece before a mishap occurs, and most of the time they are also the last people who could avoid an accident. But they are also the ones who are always in contact with all sorts of hazards. The Bird Hazard Report allows the pilots to let safety professionals investigate each single hazard, and it is considered a big step in the accident prevention effort and consequently enhances the effectiveness of the report.  The effectiveness of safety culture varies greatly among organizations. To a large extent, the variations may reflect organizational culture, the level of safety performances established by management policies, and especially practices accepted and practiced by its employees.  Therefore, it is critical to understand civil pilots’ perceptions regarding the Bird Hazard Report as an important safety tool.  The author is writing a thesis as a part of his Master of Science in Aviation Safety Course at the University of Central Missouri, in which he will survey two airlines’ pilots in Brazil to find out what should be done to improve the Bird Hazard Report System in Brazil.                    

 

(26) BIRD STRIKE RISK management – A UK CAA PERSPECTIVE

 

Nick Yearwood, Aerodrome Standards Department, UK CAA Safety Regulation Group, Aviation House, Gatwick Airport South, West Sussex, RH6 0YR UK

 

Mandatory bird strike reporting was introduced in the UK in January 2004, resulting in a 60% increase in reporting.  Although reporting is mandated for aircrew only, currently the CAA has no procedure for ensuring compliance.  Approximately 2,000 bird strikes are reported annually to the UK CAA (a 3 fold increase since 1990), of which approximately 1,400 are considered ‘confirmed’ strikes.  Serious strike events, i.e. those causing damage or having an effect on flight, account for 55-60 occurrences per annum; this number has not increased in line with the increase in traffic levels, 2000-2007.  The CAA, working with aviation stakeholders, published a set of bird strike definitions. We believe the segregation of confirmed with unconfirmed strikes to be beneficial to the CAA in conducting its regulatory oversight of aerodromes, and also of benefit to those responsible for aerodrome risk assessment initiatives.  The bird strike database provides a foundation for an aerodrome’s bird strike risk management as part of the operator's safety management culture and its safety management system (SMS).  The basis of all bird strike risk management policy is in the planning and the effective use of human resources. Procedures and diligence which reflect the principles of good safety management that an aerodrome operator is required to apply to other aspects of aircraft operations within its responsibility, equally apply to bird strike management.  The training and competence of those employed in bird control is a key component, (and an area in which the UK is currently reviewing to establish a best-practice foundation for training programmes).  The UK may lead on this issue, as the European Aviation Safety Agency looks to take over aerodrome certification policy from 2013.  `As custodian of all UK bird strike data, the UK CAA does not routinely release data to third parties (i.e. general public). The CAA stance on the release of bird strike information is currently being tested due to a Freedom of Information request. We believe this case sets a potentially problematic precedent.

 

 

(27) A decade of United States Air Force bat strikes

 

Suzanne C. Peurach and Carla J. Dove, USGS Patuxent Wildlife Research Center, Smithsonian Institution, National Museum of Natural History, PO Box 37012, MRC 111, Washington, DC  20013 USA

Captain Laura Stepko, US Air Force Safety Center, BASH Team, 9700 G Ave SE, Bldg 24499, Suite 266B, Kirtland AFB, NM  87117 USA

 

From 1997 to 2007, 821 bat strikes were reported to the United States Air Force (USAF). Many samples were identified by macroscopic and/or microscopic comparisons with bat specimens housed in the Smithsonian’s National Museum of Natural History, and in recent years by using molecular techniques.  We received bat strike reports from 20 countries and 40 of the United States during this time frame. Forty-six percent of the strikes were identified to order; 5% were identified to family or genus; and 49% were identified to the species level.  Fifty-five of the 101 bat strikes submitted for DNA analysis since 2006 resulted in species-level identifications.  Twenty-five species of bat have been recorded striking USAF planes world-wide. The most commonly identified bat involved in USAF strike impacts is the Brazilian free-tailed bat (Tadarida brasiliensis; n=173), followed by the red bat (Lasiurus borealis; n=83).  Bat strikes peaked during the spring and fall with more than 57% taking place between August and October; 82% of the strikes that recorded a mishap time occurred between 2100 and 0900; and more than 12% of the bat strikes were reported at or above 1000 feet.  Although less than 1% of the bat strike reports indicated damage to USAF aircraft, cumulative damages for 1997-2007 totaled over $825,000.00 and more than half of this sum is attributed to five bat strikes. Only five of the ten most damaging bat strikes were identified to the species level because we did not receive samples, or the evidence received was insufficient for identification.  Improving the identification of bat species involved in aircraft strikes will increase our knowledge of bat movement, life history, and behavior, and help improve flying safety by predicting times, areas, and altitudes of increased bat movement and activity.

 

 

(28) TRAINING FOR AIRPORT WILDLIFE CONTROL PERSONNEL: THE IBSC RECOMMENDATION

 

Paul Eschenfelder, Avion Corporation, 16326 Cranwood, Spring, TX  77379 USA

Anastasios Anagnostopoulos, Environmental Department, Athens International Airport S.A., 190-19 Spata, Hellas

 

ICAO Annex 14, chapter 9.4, sets as a worldwide standard the control of airport wildlife hazards by ‘competent’ airport personnel.  Unfortunately ICAO provides no guidance as to what constitutes competence or properly trained personnel.  The International Birdstrike Committee sought to develop a ‘best practice’ for the training of airport wildlife control personnel by forming a Working Group to develop a training recommendation.  Surprisingly the Working Group found almost no state guidelines worldwide and little in the way of informal training guidelines among ICAO states reviewed.  Using input from various national regulatory agencies, informal programs and the working group’s wildlife control experience, a ‘best practice’ was developed and forwarded to IBSC for approval.  This training guideline addresses not only the qualifications of the trainers, but also the subject matter to be covered and the issue of recurrent/requalification training of airport wildlife control personnel.

 

 

(29) Airport Wildlife Management Training – Programs and Best Training Practices Now and For the Future

 

John E. Ostrom, Metropolitan Airports Commission, Minneapolis-St. Paul International Airport, 4300 Glumack Drive, Suite 3000, St. Paul, MN  55111 USA

 

With the June 2006 release of FAA Advisory Circular 150-5200-36 Qualifications for Wildlife Biologists, a minimum wildlife hazard management curriculum was established for the initial and recurrent training of airport personnel involved in implementing a FAA approved Wildlife Hazard Management Plan.  This presentation will show some of the existing programs and “best training” practices from airports across the country along with some future programs.  Information offered in this presentation will provide airports and personnel involved in training, ideas on how to better develop and deliver their wildlife management training programs.

 

 

(30) Training Airport Personnel for Wildlife Hazards: Organization, Obligation and Expectation

 

John R. Weller, USDA Wildlife Services, Piedmont-Triad International Airport, P.O. Box 35445, Greensboro, NC  27425 USA

 

It is estimated that the recorded civil wildlife/ aircraft strikes (73,526) from 1990-2006 represent <20% of their true occurrence and that the cost incurred by the US civil aviation industry exceeds $600 million annually.  Twenty-eight percent (16,142) of identifiable strikes that occurred during this time (58,060) were documented by airport personnel and 73% of all reported strikes occurred at or below 500 feet (i.e., typically within the airport environment).  It should follow that properly trained airport personnel could make a difference.  To reduce aviation/ wildlife conflicts, these personnel attend training seminars to better understand a diversity of subjects such as wildlife threats, mitigation techniques, documentation procedures and regulations.  Although the FAA has standardized the basic information to be provided within this training (Advisory Circular No: 150/ 5200-36), its content should be considered malleable from region to region and year to year.  In FY-2006, USDA Wildlife Services personnel assisted 674 civilian and military facilities (civilian = 502; military/ civilian joint = 101; military = 71). Wildlife Services provided both operational and technical assistance to 271 and 403 airports respectively; resulting in 1,739 trained personnel from 217 civilian and military airports.  During 2006 the WS North Carolina Program implemented an extensive, hands-on training program to assist military, General Aviation and 139 certificated airports to better understand wildlife hazards to aviation and meet FAA Advisory Circular 150/ 5200-36 requirements.  Two hundred airport personnel were trained in North Carolina using nationally developed training modules.  Because an airports personnel and wildlife concerns are dynamic, training techniques and content should be constantly evaluated and modified.  Updated training seminars and modules should be made readily available to all instructors while techniques to quantify the impact of this training should be considered. 

 

 

(31) Edwards Air Force Base Migratory Bird Report for the Replace Main Base Runway Project

 

Amber Hoehn, JT3/CH2M HILL, Environmental Management Natural Resource Division, 5 East Popson Avenue, Building 2650A, Edwards Air Force Base, CA  93524-8060 USA

 

In 2006, the United States Air Force, in cooperation with several government agencies, began preparing for the Replace Main Base Runway Project at Edwards Air Force Base.  The project would involve construction of a fully functional new runway, located near the main runway area, in desert scrub (Atriplex sp.) habitat.  Bird air strike incidents are normally low at Edwards AFB; desert scrub habitat around the airfield area minimizes the attraction of migratory birds, including horned larks (Eremophila alpestris), which are the primary bird air strike hazard.  In order to minimize attraction and nesting of migratory birds, as well as maintain compliance with federal law without impacting the project schedule, methods were developed to discourage migratory birds from the project areas.  Surveys of the project site revealed the presence of burrowing owls (Athene cunicularia), a bird protected by the Migratory Bird Treaty Act, and a California Fish and Game species of special concern.  Burrowing owls adapt abandon mammal burrows to roost and nest in. To discourage nesting in or near the project area, over 400 potential nesting burrows and cover sites were removed prior to nesting season and construction activities, 58 of which showed recent use. Ground disturbance activities were scheduled to reduce the attraction of birds. Approximately 2,200 acres were surveyed and resurveyed to ensure migratory birds did not move back into the project area.  Over 200 trees, bushes, and cacti were also removed from the area prior to nesting season.  The collaboration of multiple agencies was instrumental in not only helping maintain the safety of flight operations during construction activities, but also compliance with federal law and conservation of a sensitive species, benefiting both the Air Force and the native species.


 

(32) A Population of Wild Turkeys (Meleagris gallapavo sylvestris) in Relation to Air Traffic Hazards at Pease International Airport

 

Angelic DeButts and Marsha Barden, USDA Wildlife Services, 59 Chennell Dr East, Suite 7, Concord, NH  03301 USA

Peter Pekins, University of New Hampshire, James Hall, Durham, NH  03824 USA

Mark Ellingwood, New Hampshire Fish and Game Department, 11 Hazen Drive, Concord NH  03301 USA

 

In 2003 a wild turkey (Meleagris gallapavo sylvestris) was ingested into the engine of a KC-135E military refueling tanker at Pease International Airport causing more than $3M in damages.  USDA Wildlife Services initiated emergency harassment and removal of wild turkeys inside the airport fence.  This incident prompted a 2-year research project to better understand the local wild turkey population, concentrating on size and status as well as seasonal use of the airport.  A total of 72 turkeys was radio-collared and tracked from 2006 to 2008.  Results suggest that there are between 125-185 birds using the study area, which encompasses 1,376 hectares and includes the airport, Great Bay Wildlife Refuge, rural landscapes, and developed industrial areas.  We also found that the airport is used by females during the summer months for poult rearing, by males during the spring for mating, and by males during the fall for bachelor regrouping.  Based on the results of the study, with input from the community, airport management, and U.S. Fish and Wildlife Service, we can provide preliminary recommendations for management of this particular wild turkey population to New Hampshire Fish and Game to further airport safety.  These recommendations include: the possibility of a limited hunt on the Great Bay Wildlife Refuge, increasing the harvest of hen turkeys, habitat management, and continuation of both lethal and non-lethal control methods on airport property.

 

 

(33) STORM-WATER RETENTION, GRAIN PRODUCTION, AND AVIATION IN THE SOUTHERN GREAT PLAINS

 

Philip Robinson and Alicia Bernard, USDA Wildlife Services, 2800 N. Lincoln Blvd., Oklahoma City, OK  73105-4298 USA

Bradley F. Blackwell, USDA Wildlife Services, National Wildlife Research Center

6100 Columbus Avenue, Sandusky, OH  44870 USA 

 

How might grain-crop agriculture and stormwater-retention structures within FAA airport sighting criteria affect bird strike risk?  We summarize over seven months of data (20 August 2007–31 March 2008) from an on-going wildlife hazard assessment at a General Aviation airport in north central Oklahoma, including concurrent observations at 10 stormwater-retention structures within the two-mile sighting criteria.  The landscape within the 5-mile FAA sighting criteria is a mix of rural and suburban areas, but includes approximately 75% agriculture, 1,339 water bodies (315 km of shoreline) composing 617 ha of water held predominantly in private and municipal stormwater-retention structures.  We conducted weekly, systematic point counts and summarized these data as median counts of individuals within an avian group (based on foraging guild and species recognized as hazardous to aviation) by site and within season.  We calculated risk as a function of avian group frequency by group-specific damage-cost data obtained from the FAA Wildlife Strike Database.  Canada geese (Branta canadensis) predominated in counts at the airport as well as at the off-airport stormwater-retention sites (airport:  maximum count = 590 birds; weekly median = 74 birds; retention ponds:  maximum count = 490 birds; weekly median = 461 birds), followed by gulls (airport:  maximum count = 212 birds; weekly median = 51 birds; retention ponds:  maximum count = 550 birds; weekly median = 241 birds).  Canada geese represented a level of risk (average across retention ponds and airport, respectively) that exceeded that of gulls by a factor of 3.6.  Both groups represented a level of risk that exceeded that of the next closest hazardous group, other waterfowl (Anatidae), by at least a factor of 4.0.  We discuss the implications of our findings relative to wildlife management on the airfield and the necessary collaborative wildlife-management efforts between the airport manager and surrounding landowners.

 

(34)  BIRD STRIKE PREVENTION: BOTTOM-UP, TOP-DOWN AND THE CANADIAN CONNECTION BETWEEN THE OLD AND THE NEW WORLD

 

Luit Buurma, Senior Policy Advisor, Military Aviation Authority, The Netherlands

 

Bird strike prevention has always shifted between a scientific and a practical approach. Bridging these two states of mind was often difficult but also fruitful. Even within science a hidden philosophical battle between curiosity-driven research and problem oriented work can be recognized. The way states and market parties deal with respect to the bird strike problem reflects cultural differences and emphasizes the need of international cooperation. Canada has played a decisive role in this respect. It is intriguing to follow the foot steps of Solman, Gunn, Kuhring, Blokpoel, Richardson and MacKinnon right from the end of World War II. This presentation will shortly explore this history and focus on the connection between the New and the Old World. By doing so, light might be shed into the future and it may clarify the transition from bottom-up "zero tolerance" and  top-down "sharing the skies".

 

 

POSTERS

 

(P1) “BUZZARD BE-GONE”:  Suspending vulture effigies from roost structures to reduce the possibility of a bird strike 

 

Steve Ball, USDA Wildlife Services, PSC Box 8006, BLDG 4223 Access Road, MCAS Cherry Point, NC  28533 USA

 

The turkey vulture (Cathartes aura) has a wingspan of 68–72 inches and an average weight of 3.1 pounds.  It poses a severe hazard to aircraft at Marine Corps Air Station Cherry Point.  Feedback from pilots indicated these large birds were soaring within the aerodrome. This coupled with a vulture strike to a C-130J aircraft, induced Wildlife Services to bolster “traditional” efforts of vulture dispersal.  Dispersal techniques involving pyrotechnics and lethal removal are effective, but migrant birds establish a “home roost” each autumn through spring on local tower structures.  Our vultures like to roost on two 150 foot tall water towers that are within easy soaring range of Cherry Point.  Flowing water to the north, east, and west of the air station boundaries makes hazing efforts less than adequate due to the abundance of carrion the tide provides each day.  In addition to the threat to aircraft, roost structures become coated with feces, feathers and pellets, potentially causing a health threat to nearby residents and maintenance workers.  Attempts by tower managers to disperse the birds in the past using noise makers, ultra sonic frequencies, and fake owls met with failure.  The National Wildlife Research Center made recommendations for repelling vultures from structures where they pose a health and human safety hazard by using vulture effigies.  USDA Wildlife Services at MCAS Cherry Point dispersed vultures from these towers within 2 days by suspending the effigies from the tops of the towers.  Vulture sightings on the airfield are down and the tower managers are very pleased with the results.  The Cherry Point BASH team continues monitoring of all towers within a 10 mile area and can install effigies when a roost is discovered, thereby dispersing the vultures within days of a roost sighting.  Altogether a win-win situation for man and bird!

 

 

(p2) The geese of Queens: movement and management of Canada geese in RELATION TO New York City AIRPORTS

 

Scott E. Clemons, Allen L. Gosser, and Martin S. Lowney, USDA Wildlife Services, 1930 Route 9, Castleton, NY  12033 USA

Thomas W. Seamans, USDA Wildlife Services, National Wildlife Research Center, 6100 Columbus Avenue, Sandusky, OH  44870 USA

 

Non-migratory Canada goose (Branta canadensis) populations are increasing and pose a significant threat to civil aviation as aircraft components and engines are not built to withstand the strike of a bird weighing in excess of 4 kg.  Since 1995, 10 aircraft have incurred substantial damage after striking Canada geese while landing or departing from LaGuardia (LGA) or John F. Kennedy (JFK) Airports, New York City.  As part of a research program to determine the origin of geese that threaten aircraft in New York City, we neck-collared 300 Canada geese within 8 km of either the JFK or LGA in 2006.  After 2 years of systematic observations, approximately 39% of the geese were still recorded in the New York City study area.  Birds that left have been reported in Pennsylvania, New Jersey and Delaware.  Geese remaining within the study area moved an average of 5 km (range 3 – 15 km) from their original banding locations and had home ranges averaging about 20 km2 (range 10 – 30 km2).  JFK was within the movement patterns of the marked geese.  Two locations within the study were subject to harassment as part of a Canada goose control program conducted by the USDA Wildlife Services (WS) and a private company (Geese Off).  Geese in these areas did not leave the study area but moved <5 km from the harassment sites.  In addition to the neck-color study, WS conducted a goose removal program at Rikers Island, adjacent to La Guardia Airport from 2004-2008.  The number of geese removed from Rikers Island decreased yearly (2004, n=518; 2005, n=288; 2006, n=200; 2007, n=166; 2008, n=77) and the number of goose strikes at La Guardia decreased by 80%.  Our study indicates that a) geese within 8 km of the New York City airports do pose a threat to aircraft operating out of the airports; b) harassment programs shift geese within an area but do not necessarily reduce the threat; and c) a removal program near LGA did eliminate problematic geese and result in reduced strikes.

 

(P3) The ornithological situation of military airfield in Deblin in the context of bird strikes  

 

Janusz Cwiklak, Marek Grzegorzewski, and Stefan Krop, Aviation Faculty, Polish Air Force Academy in Deblin, Poland 08-521 Deblin

Ignacy Kitowski and Maria Curie-Skłodowska, University in Lublin, Poland

Grzegorz Grzywaczewski, Agricultural University in Lublin, Poland

 

The problem of collisions of aircraft, especially military jets, with birds in Poland was neglected by years in spite of some serious incidences with casualties.  Moreover, the number of methods that were used to reduce such crashes, still seems inadequate.  We started the first project in Poland devoted to study on bird strikes on military airfields.  The main goal of this project is to work out any possible methods to prevent aircraft, in the aspect of threats, concerning the safety of flights, from all kinds of birds, those which have breeding-grounds and those which migrate trough the area of military airfield in Deblin. This airfield has been chosen to carry out such researches because it is located close to the valley of the Vistula river, one of the most important pathways of birds’ migration through Poland.  The authors presented the dynamics of the bird community structure on the airfield area.  Factors which were impacted on bird distributions and “hot spots” in the contexts of bird strikes were discussed.  The study presented the importance of internal (carnivore, perch availability, food resources and foraging places) and external factors (dumps, breeding colonies, migration dynamics) on distributions of birds on the airfield.  Possible methods of the reduction of bird strikes in condition of military airfield in Deblin based on ornithological knowledge were discussed.  Experiences from the former cases of bird strikes from the area of military airfield were reconsidered.  The authors of this project suggested applications that the verification of the proposed hypothesis will give real algorithm, which will meaningfully increase already existing prophylaxis of the safety of the airfields against potential birds strike to aircraft and will have positive influence on the safety of the flights.

 

 

(P4) Improving the DNA Identification success rate of birdstrike remains through better field collecting methods

 

Faridah Dahlan, Carla J. Dove and Marcy Heacker, Smithsonian Institution, P.O. Box 37012, Washington, DC  20013-7012 USA

 

DNA barcoding is one of the ‘tools’ used by the Smithsonian Feather Lab to identify birdstrike remains.  In a study conducted during fall migration 2006, 48% of the birdstrike cases received for identification from the U.S. Air Force (USAF) and the Federal Aviation Administration (FAA) were submitted for DNA analysis.  Using DNA ‘barcoding’ techniques, we identified nearly 68% of those cases to species-level which included 128 species of birds from 14 different Orders, and 12 bats.  In the cases where we failed to obtain DNA (approx. 32%), the primary cause was due to fungi growing on the collected samples.  Therefore, in 2007 we suggested using alcohol instead of water for swipes, and introduced DNA-fixing FTA® cards for collecting ‘snarge’ samples. These collection changes yielded more samples with minimal fungal contaminants and better success for DNA extractions (76%).  In 2008, we optimized our molecular lab protocols and are now using additional primers other than CO1 (’barcoding’) to achieve 85% success. Combined with the morphological feather identification tools, we have a success rate of nearly 100% in identifying birdstrike remains.  This poster presents the entire process of ‘snarge’ sampling with emphasis on the DNA identification process and the improved collecting methods.

 

 

(P5) ORGANIZATIONAL EFFORTS IN AVIATION WILDLIFE MITIGATION – UNIVERSITY STORY

 

Paul Eschenfelder, Avion Corporation, 16326 Cranwood, Spring, TX  77379 USA

Archie Dickey, Embry-Riddle Aeronautical University, 3700 Willow Creek Road,

Prescott, AZ  86301 USA

 

Wildlife strikes to aircraft in the USA have increased to over 35,000 per year, costing airlines millions of dollars in damage and general aviation/corporate aviation the lives of seven people in the last year.  While various government programs are in place, the number and seriousness of bird strikes is not declining.  Embry Riddle Aeronautical University, an accredited university which also offers flight training, has originated seven initiatives which serve to educate the aviation community regarding wildlife hazards, document the hazard, supplement the government’s efforts and reach out to the aviation community.  These initiatives are fairly low cost and, for the most part, successful.  These types of efforts could be easily adopted by other organizations, institutions, governments or concerned entities to help mitigate the wildlife hazard to aviation.

 

 

(P6) Vulture management at Avon Park Air Force Range, Florida

 

John S. Humphrey and Michael L. Avery, USDA Wildlife Services, National Wildlife Research Center, 2820 East University Avenue, Gainesville, FL  32641 USA

Michael P. Milleson, USDA Wildlife Services, 2820 East University Avenue, Gainesville, FL  32641 USA

Troy D. Hershberger, Avon Park Air Force Range, Avon Park, FL  33825 USA

 

Coincident with rising vulture populations have been reports of increased aircraft safety issues.  There have been over 700 vulture strikes with US Air Force aircraft at costs in excess of $150 million.  The Avon Park Air Force Range (APAFR) harbors a thriving vulture population which often creates dangerous situations for pilots on low-level training missions.  In 2005-2006, we conducted research to 1) disperse vultures from roosts on and near the APAFR; 2) assess vulture use of the ranges before and after roost dispersal; and 3) evaluate vulture use of the surrounding area.  Baseline counts of vultures leaving a large nearby roost ranged from 144 to 624 (mean = 404).  After roost dispersal using vulture effigies, counts were 2-91 (mean = 41).  Prior to roost dispersal, vultures counted over the training ranges varied between 0 and 50, whereas post-treatment counts ranged from 1 to 20.  Mean counts did not change appreciably following roost dispersal.  We tagged and released 373 birds (332 black vultures and 41 turkey vultures), of which 47 (12.6%) have been resighted.  We conclude that the county landfill adjacent to the southern boundary of APAFR is a key resource for area vultures.  Unfortunately, the lack of data confirming interactions among vultures and aircraft on the APAFR, permits no risk profile.  Records of when, where, and how missions are altered or impacted by vultures would allow for a risk profile to be developed.  This in turn could be used to schedule missions during periods of lower hazard conditions and to allocate resources optimally to counter potential bird strike threats.  Finally, removing or limiting certain land use activities (calving livestock, mowing, burning, timber harvesting) would greatly reduce the attractiveness of the APAFR for vultures and in turn, increase safety.

 

 

(P7) The use of endophytic turf grass to reduce bird and small mammal presence at airports

 

Theresa Kissane, Jeff Brawn, and Bruce Branham, University of Illinois, Department of Natural Resources and Environmental Sciences, Shelford Vivarium 606 E. Healey Champaign, IL  61820 USA

 

Opportunities exist to develop airport environments that are unsuitable for wildlife and assist in long-term management of aircraft strike hazards.  As part of a multiple year cooperative effort between the University of Illinois Center of Excellence in Airport Technology and the O’Hare Modernization Program, efforts are underway to design a wildlife unfriendly airport.  One of the project elements is to consider vegetation selection.  Some grasses contain endophytic fungi that produce toxic alkaloids.  These alkaloids make the grass less palatable to both birds and mammals. To assess the utility of several grasses for wildlife control, fifteen field plots were established at the University of Illinois.  These plots varied five turf grass species on soil types expected at O’Hare airport.  Species included endophytic tall fescue and endophytic perennial ryegrass, along with two non-endophytic cool season turf grasses and one non-endophytic warm season grass. Studies were designed to assess the presence of both birds and small mammals on the field plots. Initial results show that Kentucky bluegrass has a higher number of bird visits than either of the endophytic turf grasses. Mixtures of endophytic turf grasses were also used in seeding of graded areas at O’Hare airport in 2007.  Studies are also underway to compare wildlife utilization of these sites with other sites on the airport.  The overall program uses small experimental plots to develop a better understanding of the effects of vegetation on wildlife and will use large scale plantings at O’Hare airport to assess how small scale experiments can be used to inform turf grass management at airports to discourage wildlife. 

 

 

(P8) The use of an integrated Geographical Information System at South African Airports

 

Claire Patterson-Abrolat, Airport Wildlife Working Group, Endangered Wildlife Trust, Private Bag X11, Parkview 2122, South Africa

 

The use of Geographic Information Systems (GIS) has, over the past few years, become an integral component of the operations at all airports owned and/or operated by the Airports Company South Africa (ACSA).  What has however been lacking, is the application of this technology to practically manage and reduce risks out on the airfield.  ACSA Bird and Wildlife Management has recently initiated a programme to utilize GIS and global positioning systems  (GPS) on their airfields and all ACSA Wildlife Control Officers (WCOs) are now using handheld mobile computers with integrated GPS to record information and track their patrols out on the airfield.  This integrated system allows for the recording of biological data such as bird or wildlife presence, as well as the recording of hazards such as standing water, termite nests, fence breaks, grass which needs cutting, and the presence of foreign object debris.  A built-in e-mail system allows for rapid and precise information sharing as the presence of hazards are marked on a grid cell map.  The reporting system allows for real-time feedback to management meetings and adaptive problem management.  The system also allows for the manual capturing of information regarding routes and observations without using the handheld GPS unit.  This will be especially useful for smaller airports with a lower risk profile and where Fire and Rescue personnel record the information in the absence of dedicated WCOs.  An additional advantage of the system is that it has been designed in a manner that allows for the development and integration of other management and reporting systems such as grass-cutting management tools, runway inspection reports, fence security patrols and weather data which will greatly enhance the proactive management steps taken at the airports.

 

 

(P9) Developing Strategies for Long-Term Removal of Raptors from Airports in California

 

Todd J. Pitlik, USDA Wildlife Services, 7333 World Way West, Los Angeles, CA  90045 USA

 

Airports in southern California have experienced a number of damaging bird strikes associated with raptors during the last 10 years, including two substantially damaging strikes involving red-tailed hawks. Southern California airfield habitats attract a large variety of small birds and rodents, especially California ground squirrels and pocket gophers, which attract red-tailed hawks and other predators into aircraft movement areas. Effective, publically acceptable methods to reduce prey populations and/or reduce raptor use of airport habitats are needed. Over a 14-month period during 2006-2007, body grip traps and gas cartridges were used to remove 927 California ground squirrels from one airfield. Monthly raptor observations were directly correlated with the reduction in ground squirrels. Red-tailed hawk observations were reduced by 47% and ground squirrels capture rates were reduced by 98% after ground squirrel management efforts were undertaken. Swedish goshawk traps (SGT) and Australian crow traps (ACT) positioned in areas utilized by hunting raptors (e.g., between the runways) were used to live-capture and relocate a variety of raptors from 3 southern California airports (from August 2006 through April 2008), consisting of: (Airport #1) 2 BAOW, 1 GHOW, and 16 RTHA; (Airport #2) 1 AMKE, 1 COHA, and 18 RTHA, and; (Airport #3) 9 RTHA and 9 COHA. Effective use of SGT required modifications to trap location and use of bait and decoys (e.g., a live rock pigeon secured below the perch mechanism).  The ACT required the action of Airfield Operations to close the trap door once a raptor was observed inside of the trap.  Modifications to ACTs increased trapping efficiency. Prey reduction and raptor trapping methods (SGT and ACT) are effective wildlife mitigation tools acceptable to the public for the live-capture and relocation of raptors, allowing for reduced risk of raptor-aircraft collisions at airports in southern California and elsewhere.

 

 

(P10) Assessing movement, site preferences, and environmental and social impacts of Canada geese across an urban landscape

 

M. Elizabeth Rutledge, Christopher S. DePerno, and Christopher E. Moorman, North Carolina State University, Turner House, Box 7646, NCSU Campus, Raleigh, NC  27695 USA

Michael J. Begier, USDA Wildlife Services, PSC Box 8006, BLDG 4223 Access Road, MCAS Cherry Point, NC  28533 USA

Brian E. Washburn, USDA Wildlife Services, National Wildlife Research Center, 6100 Columbus Avenue, Sandusky, OH  44870 USA

 

Resident Canada goose (Branta canadensis maxima) populations have increased, causing many human-goose conflicts.  These include decreased water quality, aggressive behavior towards humans and pets, the risk of disease from fecal contamination, and the potential for bird strikes to aircraft.  To better understand these human-goose conflicts and potential risk to airport safety, we will examine Canada geese movements, habitat use, human attitudes toward geese, and disease transmission on the Piedmont-Triad International airport and surrounding areas of Greensboro, North Carolina.  We will use a variety of tools, such as color-marking with auxiliary neck bands, satellite telemetry with global positioning system harnesses, blood/fecal sampling for disease, and surveys to evaluate the effect of Canada geese across an urban environment.   After a year of observation, we will remove geese from areas where removal is most likely to reduce goose-aircraft collisions.  Following the removals, we will monitor goose movements around the airport and the rates of re-colonization of removal sites.  Using the information obtained from the study, we will develop management recommendations for reducing human-goose conflicts (e.g., removals to reduce risk of goose-aircraft collisions, disease transmission potential).

 

 

(P11) Would you please move? Translocation of immature Bald Eagles to reduce bird strike risk

 

Alan K. Schumacher, USDA Wildlife Services, St. Paul Downtown Airport, 644 Bayfield Street, Suite 215, St. Paul, MN  55107 USA

Brian E. Washburn, USDA Wildlife Services, National Wildlife Research Center, 6100 Columbus Avenue, Sandusky, OH  44870 USA

John P. Hart, USDA Wildlife Services, 34912 US Highway 2, Grand Rapids, MN  55744 USA

 

Though once endangered, bald eagle populations in the lower 48 States has increased considerably in recent years. Bald eagles far exceed the airworthiness standards for airframes, windshields, and engines set by the Federal Aviation Administration (FAA); consequently this species poses a high risk of damage to aircraft and passenger safety when eagle-aircraft collisions occur. Given the exponential growth of bald eagle populations in the United States, the risk of bald eagle-aircraft collisions is an increasing problem for airports.  Concurrently, there is widespread public interest in eagles with a strong concern that eagle populations be protected. Effective, publically accepted methods to reduce the hazards posed by bald eagles using airport environments are needed. USDA Wildlife Services Minnesota program received the first eagle depredation permit in the United States to capture and relocate them to protect aviation safety. In a joint operations-research effort, 5 immature bald eagles will be live-captured and relocated from the St. Paul Downtown Airport (STP) to reduce the risk of bald eagle-aircraft collisions. Project objectives are:  (1) to determine if or when translocated immature bald eagles return to the airfield environment from which they are removed and (2) to describe post-translocation movement patterns of immature bald eagles. Captured eagles will be fitted with a GPS-capable satellite transmitter to track each bird’s movements following relocation. Eagles will be transported to a pre-determined relocation site > 150 miles from the airport and released. Bald eagle movement information will be analyzed to determine if translocated immature bald eagles return to the STP airfield environment.  In addition, this information will be analyzed to determine what major habitat types eagles use following translocation. This project will provide important information regarding the effectiveness of translocation of immature bald eagles as a method for reducing bald eagle use of airport environments.

 

 

(P12) As the worm turns: investigations into earthworm control on airports

 

Thomas W. Seamans, Glen E. Bernhardt, and David E. Steyer, USDA Wildlife Services, National Wildlife Research Center, 6100 Columbus Avenue, Sandusky, OH  44870 USA

 

Earthworms, though generally considered beneficial for soil conditioning, can become a hazard at airports.  When found in large numbers on runways or taxiways after heavy rainfall, they create slippery conditions for aircraft rolling over them.  Additionally, earthworms attract birds, especially gulls, thereby increasing the risk of bird strikes to aircraft that are landing or taking off.  For example, during a 35-minute period on 3 September 2004 at Calgary International Airport (YYC), a B737 of Westjet and an A319 of Air Canada aborted takeoffs after multiple strikes with gulls attracted to the runways to feed on earthworms.  The B737 had strikes and damage to both engines and the A319 had damage (apparently an uncontained failure) to one engine.  There are no pesticides registered for earthworm control.  Consequently any application of a pesticide to kill worms would be illegal.  Researchers in England, Oregon, and Washington found that incorporating abrasive material into soil reduced the number of worms coming to the surface.  Also, by creating a more acidic soil, researchers have reduced the earthworm population in treated areas.  We are conducting trials at the USDA’s National Wildlife Research Center Ohio Field Station to develop simple procedures to reduce earthworm numbers on runways and taxiways.  In lab trials, night crawlers (Lumbricus terrestris) have been initially repelled from areas containing phosphate fertilizer, high nitrate fertilizer or ground mustard.  Additionally, when placed on recycled coal slag, the worms have not burrowed into the material but tried to leave the test site.  We anticipate field trials to investigate an integrated approach involving products that present both chemical and physical irritants.  If a successful combination of products is determined, the number of earthworms crawling onto taxiways and runways could be significantly reduced.

 

(P13) Green roofs in the airport environment: Pleasant dreams or nightmares?

 

Ryan M. Swearingin, Craig K. Pullins, and Travis Guerrant, USDA Wildlife Services, O’Hare International Airport, AMC Bldg., Room 241, P.O. Box 66142, Chicago, IL 60666 USA

Brian E. Washburn, USDA Wildlife Services, National Wildlife Research Center, 6100 Columbus Avenue, Sandusky, OH  44870 USA

 

Green roofs on buildings are becoming very popular in urban areas of the United States. Public benefits of green roof projects include stormwater runoff reduction, improved water quality, reduced urban heat island effects, and aesthetic values. Several green roofs have been constructed in downtown Chicago and large-scale green roofs are currently being planned and implemented at O’Hare International Airport (ORD). Similar to any airport landscaping, green roofs on buildings in the airport environment might attract wildlife hazardous to aviation and could increase the risk of bird-aircraft collisions. No information currently exists in regard to this potential problem. During 2007–2008, we conducted a study to evaluate the wildlife use of a newly constructed green roof on the Airfield Rescue and Fire Fighting building at ORD. This green roof was approximately 320 m2 in area and consisted of Sedum spp. for vegetation. Wildlife surveys were conducted on the green roof each week from January 2007 to March 2008. During the 13-month study, a total of 157 birds were observed flying over or using the green roof; 34% were using the green roof itself, whereas 66% were flying by the green roof and did not exhibit any perceived interest. Of the birds actually using the green roof, 72%, 13%, and 9% were killdeer, European starlings, and mourning doves, respectively. Killdeer nested on green roof, whereas the other species were perched or loafing. Birds used the green roof only between May and October. Overall, wildlife use of the green roof was minimal and appeared to be similar to use of adjacent buildings with traditional roofs. Although green roofs with vegetation types that offer forage and/or cover to birds might be attractive, the Sedum spp.-vegetated green roof in this study did not attract wildlife hazardous to aviation or increase the risk of bird strikes.

 

 

(P14) Assessing bird-aircraft strike hazard (BASH) risk associated with breeding and migrating Osprey

 

Brian E. Washburn, USDA Wildlife Services, National Wildlife Research Center, Ohio Field Station, 6100 Columbus Avenue, Sandusky, OH  44870 USA

Thomas J. Olexa, USDA, Wildlife Services, 1 FW/SE, 65 Sweeney Blvd., Langley AFB, VA  23665 USA

Brian S. Dorr, USDA Wildlife Services, National Wildlife Research Center, P.O. Box 6099, Mississippi State, MS  39762-6099 USA

 

The Osprey (Pandion haliaetus) is one of the most widely distributed and well studied bird species of the Northern Hemisphere; however, little is known about their potential impacts to military flight operations.  A Department of Defense, Legacy Natural Resources Program-funded multi-agency research project examining the strike-risk posed by breeding and migrating Osprey was initiated in 2006.  During the 2006 and 2007 nesting seasons, a total of 13 adult Osprey were live-captured, fitted with GPS-capable satellite transmitters, and released from selected nest locations near Langley Air Force Base, Virginia, in the Mid-Atlantic Chesapeake Bay Region.  We monitored satellite-tagged Osprey movement and activity patterns by tracking them during the breeding, migration, and wintering periods.  Movement information collected from breeding Osprey was cross referenced to Langley Air Force Base flying operations to assess the risk breeding Osprey pose to military aircraft near the airfield.  During the breeding season, adult Osprey flew at an average altitude of 63 m above the ground and were flying relatively equally throughout daylight hours.  In addition, migratory patterns of Osprey were evaluated to assess the risk migrating Osprey to military aircraft operations along the Eastern seaboard.  All adult Osprey utilized similar migration routes along the eastern coast of the United States.  Female Osprey began their fall migrations (August), prior to males (September).  Adult Osprey migrated (moved) during daylight hours and roosted at night.  During migration, females flew at an average altitude of 377 m and males flew at an average altitude of 324 m.  Incorporation and integration of Osprey movement information (e.g., timing, travel routes, altitude) into military flight mission planning systems will increase pilot awareness of potential Osprey-aircraft strikes during critical time periods and will allow for military flight operations to occur at times and locations that minimize the risk of Osprey-aircraft collisions.

 

 

(P15) Rapid Dispersal and Long Term Effect on Resident Canada Geese by On-Demand use Alarm and Alert Call Playback Reinforced with Cracker/Banger Shells

 

Philip C. Whitford, Capital University, Biology Department, One College and Main, Columbus, OH  43209 USA

 

Increasing resident Canada geese create major crop loss problems, and increased air strike potential. There is a growing need for effective, non-lethal means to disperse resident Canada geese. Success in removing geese rapidly from any of the above situations should produce results that can be applied to all.  From 16 May – 28 August, 2007, alarm/alert call playback from GOOSEBUSTER™ call units, Bird–X Inc., Chicago IL, was used with a one minute delayed reinforcement by firing cracker shells to assess efficacy at reducing goose numbers at a sewage treatment plant and several farms with past records of heavy summer crop loss near Horicon Marsh, Wisconsin.  Success was based upon reduction in goose/hours/month or week/site use before and after treatment.  The new technique of “On demand use of call units, coupled with firing screamer and banger shells” was found to produce the most rapid and effective method for inducing long term site avoidance by geese of any method tested to date.  Goose presence on the sewage facility dropped from >14,445 goose hours/week to < 53.6/week, a 99.7% drop, within 4 days and remained there for the remaining months of the study.  Crop damage reduction was 94.7%, to 100%, “no significant goose damage” by USDA crop evaluation personnel.  Goose hours/month on the largest crop test site decreased from >36,000 to <200 goose/hr/month, a 99.45% reduction, in only 4 days and three uses of calls and shells.  No sign of habituation to reinforced “on demand” alarm call use was found over the course of the 100 days of the study.  Application of this method should provide rapid and effective long-term removal of geese from areas near or on airport properties with less than 2 total hours of human involvement to accomplish the results, based on this study.


 

(P16) Establishment of tall fescue cultivars on the Marine Corps Air Station Cherry Point airfield

 

Keri L. Yankus and Michael J. Begier, USDA Wildlife Services, PSC Box 8006, Building 4223 Access Road, MCAS Cherry Point, NC  28533 USA

Brian E. Washburn, USDA Wildlife Services, National Wildlife Research Center, 6100 Columbus Avenue, Sandusky, OH  44870 USA

 

Wildlife-aircraft collisions (wildlife strikes) cause serious safety hazards to aircraft and their occupants. Habitat management is an important component of an integrated approach for reducing wildlife use of airports. Species composition of airfield plant communities influences the degree of attractiveness to wildlife. Recent research has shown that grazing Canada geese do not consume endophyte-infected tall fescue, suggesting endophyte-infected tall fescues (Festuca arundinacea) might be favorable turfgrass varieties to use in reseeding and vegetation renovation projects on airfields. As part of a larger study, we conducted an experiment to determine if selected turf-type tall fescue cultivars would establish on the airfield at Marine Corps Air Station Cherry Point, located in coastal North Carolina. Ten tall fescue cultivars (each with high endophyte levels) were seeded into 3 replicated cultivar plots in November of 2005. Establishment and growth of seeded tall fescue varieties were quantified by randomly establishing and sampling 5 0.25-m2 herbaceous sampling plots in each cultivar plot each month during the first (2006) and second (2007) growing seasons following seeding. Overall, tall fescue cover was 34% (range 20 to 57%) and 16% (range 10 to 28%) when averaged across all tall fescue varieties at the end of the first and second growing seasons, respectively. Variation in establishment among the tall fescue varieties was evident after two consecutive growing seasons as some cultivars had higher fescue cover than others.  Although tall fescue plants dominated the experimental plots during the spring of 2006, a diversity of native plants (e.g., warm-season grasses) grew into the plots during the intial two growing seasons. The findings from this study suggest commercially available high-endophyte tall fescue cultivars might be useful for re-vegetation projects at Marine Corps Air Station Cherry Point and other similar locations, although methods to control weedy competition during the establishment phase might be necessary.