TR-AVT-094-ANN-D

RTO-TR-AVT-094

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Annex D – SOFT-BODY FOD ISSUES (by W. Beres) D.1 BIRD STRIKES Bird strike damage to engines is not chargeable as FOD, and so bird strike prevention is not a part of the main body of this report. However, bird strikes constitute a significant risk to aircraft operations and comprehensive bird strike prevention, as well as reporting procedures, should be in place. Examples of bird strike prevention procedures, based on [1], are given below. D.2 BIRD STRIKE PREVENTION Birds constitute a significant hazard to aircraft. The vast majority of bird strikes occur within five miles of an aerodrome. There is no easy method of eradicating birds from an airport, but a comprehensive bird strike prevention program (BSPP) is effective in reducing their impact. The key element of a good BSPP is the establishment of an effective wing/base bird and animal control committee. The aim of any BSPP is to minimize bird hazards to aircraft operating from the particular field. The BSPP must include at least the following four objectives: • Management of the environment; • Dispersal of birds; • Education of the aircrew; and • Reporting of bird strikes and bird sightings. D.3 MANAGEMENT OF THE ENVIRONMENT The objective of the environment management effort is to make the airfield unattractive to birds. Studying the birds that inhabit the environment of the airport can suggest measures that can be taken to make the airport unattractive to birds. Some measures are obvious, such as draining wet areas and cutting down trees. Others, such as changing ground cover or using chemicals, are more complex. Each airport has its own study and improvement plan, which must conform to environmental constraints. Successful measures to modify an airport habitat require the advice of an ornithologist. For example, in Canada, almost every airport operated by the Department of National Defence has been surveyed. If a new survey is required, the wing/base can request a bird hazard survey in conjunction with the Canadian Wildlife Service. The wing or section is responsible for managing the airfield. If chemicals are to be used to control birds or their food source, they must be used in accordance with the appropriate procedures. D.4 BIRD DISPERSAL Even after implementing an improvement program, not all birds will be eliminated from an airport. Airports offer a large area, largely undisturbed by man, that is attractive to birds. Therefore, a bird ANNEX D – SOFT-BODY FOD ISSUES

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dispersal program should be organized. The most common techniques currently being used for bird dispersal are loud noises produced by shells or gas explosions, flashes of light produced by flares and the broadcast of recorded distress calls. The use of birds of prey by suitably qualified and experienced personnel can also be part of an effective bird and animal program. Early detection and dispersal of birds landing on an airfield are necessary, since their presence attracts other birds. Tower personnel should report all sightings of birds on the airfield and usually co-ordinate their dispersal. Bird dispersal is best effected by a mobile, radio-equipped patrol that can disperse birds as necessary, varying the time and intensity of their dispersal activities. Detailed information on bird dispersal methods can be found in [2,3]. Typical bird scaring and bird dispersal methods include: • Visual scaring – bird corpses, bird models; • Acoustical scaring – ultrasonic sounds, non-natural sounds, natural sounds, synthetic sounds; • Combined visual and acoustic scaring – pyrotechnics, birds of prey, remote-control model aircraft. For generation of acoustical scaring signals, shotguns, shotgun shells and shell crackers are used. D.5 EDUCATING THE AIRCREW The following information should be provided to aircrew and their supervisors: • NOTAMs and ATIS carry valuable bird activity information with respect to departure and arrival airports; • Landing lights should be on when operating below 10,000 ASL, if practicable. All available aircraft exterior lights should be on at lower altitudes. This makes aircraft more conspicuous and gives birds a better chance to take evasive action; • Birds generally dive to avoid an aircraft; therefore, pilots should pull up when attempting to avoid birds; • In areas where there is known bird activity, “windshield defrost” should be kept on, because a relatively warm windscreen is more flexible and withstands a bird strike better; • Aircraft should maintain a lower airspeed in areas of known bird activity to lower the consequences of bird strike damage; • Flights should be conducted above 10,000 feet as long as possible during bird activity periods. Also, approaches and departures should be conducted at increased rates of climb and descent; • Night flying should be avoided during periods of heavy bird activity; • Aircrew should have visors lowered to reduce the risk of injury if a bird penetrates the windscreen; • Aircrew should request that concentrations of birds on the runway or in the approach or departure corridors be dispersed before take-off or landing; • Aircrew should advise the tower and other aircraft of bird activity. D.6 BIRD STRIKE REPORTING To gather accurate statistics, aircrew should fill in a bird strike report each time they experience a bird strike, a near miss, or when birds are seen at extraordinary altitudes, in unusual circumstances, or in large