UK BIRDSTRIKE COMMITTEE MEETING (UKBSC)

Notes of Meeting held Thursday 23 April 2009

CAA Safety Regulation Group
Aviation House
Gatwick

Chair:
Kirsten Riensema - CAA Head Aerodrome Strategy & Standards
Secretary:
NY - CAA Aerodrome Strategy & Standards

Present:
Name Email Organisation
CAA CAA
RE Ray Elgy raymond.elgy@caa.co.uk Head Aerodrome
Standards (AS)
KR Kirsten Riensema kirsten.riensema@caa.co.uk Head Aerodrome
Strategy & Standards
(Chair)
NY Nick Yearwood nick.yearwood@caa.co.uk Aerodrome Standards
(Sec)
JE James Eales james.eales@caa.co.uk Aerodrome Standards
SD Sarah Doherty sarah.doherty@caa.co.uk Head Safety Data
DR Denise Ridgway Denise.Ridgway@caa.co.uk Manager AS Business
Administration Team
Airlines Airlines
MG Michael George michael.george@easyJet.com easyJet Quality &
Standards
PH Pamela Harrison Pamela.Harrison@easyjet.com easyJet Safety Data
VK Viktoriya Ktytor Viktoriya.Ktytor@BritishMidland.com BMI
MB Michael Barnes michael.barnes@ba.com BA
DM Capt Dave Mays dave.mays@flybe.com Flybe
TL Trudi Lazenby trudy.lazenby@flybe.com Flybe
JL Jez Last jez.last@thomson.co.uk Thomson
Airports Airports
IF Ian Freeman ian.freeman@eastmidlandsairport.com EMA
RT Rad Taylor Rad.Taylor@manairport.co.uk MAN
TC Antony Clarke Anthony.Clarke@manairport.co.uk MAN
RC Rob Cooke Rob.Cooke@bhx.co.uk BHX
IW Ian Witter ian_witter@baa.com BAA
RK Roger Koukkoullis Roger.Koukkoullis@ltn.aero LTN
AP Anne Phillips APhillips@hial.co.uk HIAL
RT Richard Thomasson rthomasson@newquaycornwallairport.com NQY
MM Michael McDowell mcdowem@belfastcityairport.com BHD

UKBSC Meeting Minutes - April 2009 Page 1 of 8

CAA Safety Regulation Group
UK Birdstrike Committee (UKBSC)
23 April 2009
Conference Room 1-2
Aviation House Gatwick

Name Email Organisation

Other Other
SP Steve Pell steve.pell@debutsouthwest.mod.uk OCS Horticulture -
Airfield Grass
Management
JA Dr John Allan j.allan@fera.gsi.gov.uk Head FERA Birdstrike
Management Unit &
Chair IBSC
NH Nigel Horton nigel@nhbirdman.com NH Bird Management
RG Russell Gould russell.gould@kelvinhughes.co.uk Kelvin Hughes Ltd
(Avian Radar)
BW Barry Wade barry.wade@kelvinhughes.co.uk Kelvin Hughes Ltd
(Avian Radar)
SH Spike Hughes spike.huhes@kelvinhughes.co.uk Kelvin Hughes Ltd
(Avian Radar)
PC Peter Cox peter.cox1@virgin.net BALPA
DW Diana Ward wardecology@btinternet.com Ward Assc,
representing the CBI
RJ Rich Jones admin@ukfsc.co.uk UK Flight Safety
Committee
GW Gary Wann DARS- MoD DARS
OpsSpSO2@NORTHOLT.raf.mod.uk
DH David Holdsworth david.holdsworth@nats.co.uk NATS Gibraltar
TD Tom Diamond tom.diamond@scarecrow.eu Scarecrow Bio-
Acoustics
MWR Matt Wilshaw-Rhead max.caf@ntlworld.com GATCO
JT John Thorpe john.thorpe@gasco.org.uk CEO GASCo
AL Amanda Lake Amanda.Lake@dft.gsi.gov.uk DfT International
Safety Aviation Safety
Division
EG Dr Elaine Gill Elaine.Gill@naturalengland.org.uk Natural England
IWT Ian Whittaker ian@ian04.wanadoo.co.uk NWBC (NQY)

Apologies:
Simon Prower easyJet
Stephen Walker Virgin Atlantic
Rob Holliday Virgin Atlantic
Tony Wride Monarch
Ray Downward Liverpool Airport
John Hamshare BAA
David Hoccom RSPB
Gary Wann MOD DARS

UKBSC Meeting Minutes - April 2009 Page 2 of 8

CAA Safety Regulation Group
UK Birdstrike Committee (UKBSC)
23 April 2009
Conference Room 1-2
Aviation House Gatwick

Agenda Items Action

1 and 2
Meeting Opening The Chair opened the meeting and welcomed the attendees,
noting that it was encouraging to see greater numbers present
and participating at this year’s BSC.

The Chair noted that it had been an eventful year with two
significant (overseas and non-UK airline) birdstrike events
since the last meeting, which had brought the subject of
birdstrikes to the fore. The two incidents had focused the
attention of stakeholders and regulators alike to review their
risk assessment, bird control management plans and
guidance. An EASA report estimates that birdstrikes cost the
industry some €1bn per year, when factoring in damage and
disruptions to flights.

Although the focus of the UK CAA is on UK operators,

increasingly influences from Europe and ICAO are having an
impact and shaping how we look at birdstrikes.

Agenda Item 3 The Chair ran through the agreed actions from the previous
Actions Arising meeting on 24 April 2008.
from the Previous
Meeting These were:
Terms of Reference: The CAA has revised and
updated the ToR and these are published on the CAA
website.

Avian Flu: Information has now been published on

the CAA website, referring to the relevant Health and
Environmental Agencies.

Information Sharing: The CAA has strived to

provide and share more birdstrike information with
stakeholders, within the constraints of the CAA
Regulations 1991 and the Freedom of Information Act.
Annual and monthly birdstrike statistics are published
on the CAA website. The CAA is also happy to
provide (aerodrome and aircraft) operators with
specific birdstrike data upon request. The online
birdstrike reporting system also allows for an email to
be auto-generated upon submission of a report; this
helps to ensure that operators and licence holders are
made aware of all strikes being reported at their
aerodromes.

Unconfirmed & Near Miss Events: The online

birdstrike reporting system has now been amended to
provide for the reporting of these birdstrike
occurrences, in line with the definitions provided in the
recent amendment to CAP 772 (Chapter 5 Table 5.1).

UKBSC Meeting Minutes - April 2009 Page 3 of 8

CAA Safety Regulation Group
UK Birdstrike Committee (UKBSC)
23 April 2009
Conference Room 1-2
Aviation House Gatwick

On-aerodrome, Off-aerodrome and En-route:

These definitions were consulted on prior to the
amendment of CAP 772. It is hoped this will aid more
accurate reporting of birdstrike events.

JT commented that information sharing with UK airports was a

positive move, but noted there was an issue with non-UK
airline operators not reporting to the UK.

The CAA stated that it was aware of this problem and would CAA
investigate methods of influencing the reporting and sharing of
birdstrike data with non-UK carriers and national authorities, as
part of its commitment to explore further methods of sharing
relevant birdstrike data.

Agenda Item 4 NY presented a summary of the birdstrike reports and trends

CAA Update based upon the 2008 data supplied to CAA.

The data showed that online reporting was now well

established and was being utilised by the majority of
aerodrome operators. However, there were still problems with
some of the larger airlines not able to use the system, primarily
due to IT system integration issues, which meant that CAA
was still required to manually input 35% of the data. It was
hoped that this level would be reduced in time, as IT systems
became more compatible.

Analysis showed that 60% of strike reports contained unknown

bird species, which is problematic for those stakeholders
conducting bird hazard risk assessments. The CAA, together All
with stakeholders, will investigate methods to improve the
identification of bird species in birdstrike reports.

In line with expectations and with previous data, gulls

accounted for the single most struck group of birds, with the
wood pigeon now the single most commonly struck bird type.
This may be due to increases to the wider population of the
species throughout the UK.

The number of serious strikes (those reported as an MOR,

where damage to the aircraft or an effect on flight had been
suffered) showed no increase when viewed over a rolling 10
year period and when viewed as a ratio against 10,000 Air
Transport Movements, the number showed a downward trend.
Of the serious strikes reported, 35% resulted in engine
damage, and 25% caused an emergency landing. 21% of
serious strikes occurred to GA aircraft types.

Evidence pointed to the propensity for strikes to occur during

daylight and during the landing phase, but valuable information
was potentially being masked by virtue of the significant
volume of data with unknown values.

UKBSC Meeting Minutes - April 2009 Page 4 of 8

CAA Safety Regulation Group
UK Birdstrike Committee (UKBSC)
23 April 2009
Conference Room 1-2
Aviation House Gatwick

PC commented on the subject of information sharing with

foreign NAAs and (air) operators, citing the Cyprus Airways
(Flamingo) strike occurrence. NY stated that he had liaised
with BAA LHR, Cyprus Airways and the Greek-Cypriot
regulatory authorities, noting that the strike had actually
occurred to the A330 on take-off from Larnaca, and not at
LHR, which had been erroneously reported in the media at the
time.

JL queried the relevancy of the graph showing strikes by

aircraft type and asked whether this information was useful
and used in relation to risk assessment. NY replied that the
graph was for indicative purposes, and that no further in-depth
analysis had as yet taken place. However the CAA was happy
to provide further detailed analysis as required, and will share
this information with stakeholders.

DH asked whether military aircraft types/registrations could be

reported to the CAA. NY confirmed that the CAA online
birdstrike reporting system had recently been adjusted to allow
for such eventualities, but that there were very few military
strikes noted on the system [Post mtg note: the MoD has a
separate birdstrike reporting system].

JT asked whether there was any evidence to indicate that

quieter engine types suffer more strikes. The CAA stated that CAA
they would conduct a review of the data in order to identify any
trend, and share the findings with stakeholders.

JT also commented on the number of reported strikes at night

compared to the number of night aircraft movements, and
suggested the night-time risks should be identified, as airport
bird control is often scaled back. The CAA agreed to look into CAA
the data in more depth to identify links.

Agenda Item 5 IW, from the BAA’s Central Airside Operations, gave a
BAA Airports presentation on birdstrike risk management from an airport
Update operator’s perspective. He confirmed that airlines should
endeavour to make contact with local airport operators so that
any bird remains/feathers/blood can be collected and dealt
with, thus helping to reduce the number of unknown species.
MB also stated that it was important that a liaison is
established with maintenance repair organisations so that any
birdstrike evidence was collected and not lost if it was
discovered during maintenance.

Agenda Item 6 RK, General Manager Airside Operations London-Luton

London-Luton Airport, gave a presentation on birdstrike risk management
from an airport operator’s perspective, detailing the use of the
Scarecrow Bio-acoustics “Ultima” system.

UKBSC Meeting Minutes - April 2009 Page 5 of 8

CAA Safety Regulation Group
UK Birdstrike Committee (UKBSC)
23 April 2009
Conference Room 1-2
Aviation House Gatwick

A question was raised by MWR as to whether changes to

national bird populations had been considered by CAA. NY
said that guidance was being sought from FERA (Food &
Environmental Research Agency, an arm of DEFRA, formerly
Central Science Laboratories) and RSPB. JA confirmed that
work was being undertaken to compare strike data to bird
population in order to establish links and identify any future
trends. This would assist airport safeguarding and planning
activities and be considered in future birdstrike mitigation and
risk assessment.

Agenda Item 7 MG gave a presentation on the work and initiatives easyJet is

easyJet Update engaged in, outlining how they had implemented a 10-point
plan to assess the effectiveness of birdstrike management at
the airports they operate to.
The basis of their assessment is derived from the Reporting
Standards provided by the International Birdstrike Committee,
published on the IBSC website.

easyJet had also procured the professional consultancy

services of the Bird Management Unit of FERA.

The CAA commended the proactive attitude and approach.

Agenda Item 8 JA gave a presentation on a current issues in birdstrike

IBSC and FERA prevention in the UK and the rest of the world.
Update
The presentation included a summary of the recent USAir
birdstrike incident in New York, and the growing Canada geese
issues both in the UK and elsewhere. Current levels of
increase of Canada geese population in the UK were put at 8%
p.a; this would be problematic if the population was left
unchecked.

The importance of off-airport hazard identification was

stressed, and aerodrome operators were reminded that this
should receive the same levels of priority and importance as
other aerodrome safeguarding procedures.
Post meeting note: CAA will review safeguarding advice. CAA

Also discussed was the need to determine potential links

between changes in bird populations and the number of strikes
to certain species.

An update from the 2008 (Brazil) International Birdstrike

Meeting was provided, and it was noted that an EU section of
this committee would convene in June at the FERA HQ in
York. Further details are provided on the IBSC website
(http://www.int-birdstrike.org).

UKBSC Meeting Minutes - April 2009 Page 6 of 8

CAA Safety Regulation Group
UK Birdstrike Committee (UKBSC)
23 April 2009
Conference Room 1-2
Aviation House Gatwick

The IBSC are looking for representatives to sit on “task- All

groups” to review and establish policy on various areas.

It was stated that IBSC best practice for aerodrome bird control
had been adopted by ICAO and IFALPA, which may result in
changes to ICAO Standards and Recommended practices.

MG (easyJet) asked whether the CAA or IBSC could ensure

that new guidance and standards from IBSC are adopted by
foreign airports. JA replied that FERA & IBSC have no
regulatory powers, but that talking to airline insurers might help
prove the case for airports to adopt the standard as best
practice.

KR advised the group that the CAA was proactively engaged

with EASA, as the agency looks to set rules and policies for
aerodromes and would promote current UK and IBSC
guidance as best practice.

Agenda Item 9 Kelvin Hughes Ltd presented a briefing on the development of

Avian Radar their company Avian Radar product, highlighting its potential
for aviation deployment and how, following the New York
USAir incident, use of Avian Radar may increasingly be
deployed by some of the larger US airports.

Agenda Item 10 NH gave the committee a briefing on the work he had been
Rome Starlings conducting on behalf of Ryanair, in response to the multiple
birdstrike their aircraft suffered on approach to Rome Ciampino
in November 2008. It was emphasised that increasingly, off-
airport influences are affecting the on-airport bird hazard
control.

Agenda Item 11 JT gave a briefing on the fatalities and hull losses to civil
Worldwide aircraft due to birdstrikes over the past 2 years.
Accidents

Agenda Item 12 SP from OCS Horticulture provided a presentation outlining his

Grass work for an MoD airfield, looking at grass management
Management (including the long-grass policy) as an effective tool for
mitigating and preventing birdstrikes.

AOB A discussion took place with regard to the competence of CAA

airport personnel involved in bird hazard control activities. The
CAA undertook to open discussions with FERA to review
competence requirements.

UKBSC Meeting Minutes - April 2009 Page 7 of 8

CAA Safety Regulation Group
UK Birdstrike Committee (UKBSC)
23 April 2009
Conference Room 1-2
Aviation House Gatwick

Date of Next Meeting: Thursday 29 April 2010

Actions Arising Actionee

1 CAA to consider providing further birdstrike information and CAA
statistics on the CAA website. Outcomes will be consulted with
stakeholders. See also actions 4 & 5.
2 CAA will liaise with other NAAs, EASA, FAA and ICAO to CAA
encourage information sharing to ensure completeness of
national birdstrike statistics.
Post-meeting Note:
The UK CAA already shares birdstrike data with the
US/Canadian regulatory authorities, as well as European NAAs.
The CAA has raised the issue at the Europe/US Aviation Safety
Conference in June 2009 and the International (European
Section) Birdstrike Committee in York, June 2009.
3 CAA will help to facilitate co-operation between airlines and All CAA
airports to improve the identification of bird remains.

CAA will liaise with UKFSC and the AOA to consider a publicity CAA
and awareness campaign relating to the importance of obtaining AOA
an accurate bird species ID. UKFSC
4 The CAA will examine UK birdstrike data in order to establish CAA
whether the quieter engine types suffer fewer strikes.
5 CAA to analyse birdstrike data and provide trends for phase of CAA
flight information taken from the birdstrike reports. This will
include strikes reported to have occurred at night.
6 CAA to open discussions with the British Ornithological agencies CAA
in order to be informed of changes to migratory patterns and bird
populations in the UK.
7 CAA to open discussions with FERA to review training CAA
requirements and competencies and assessments for airport
operations staff involved with bird hazard control activities.

Copies of presentations given at the meeting (where available) can be accessed via
the links below. Disclaimer: The content and views expressed in presentations
made by third party external organisations to the UK Birdstrike Committee do not
constitute CAA policy, approval or endorsement.

• CAA Aerodrome Standards

• OCS Horticulture
• easyJet
• fera
• Kelvin Hughes
• GASCo

UKBSC Meeting Minutes - April 2009 Page 8 of 8

 WELCOME TO THE UK BIRDSTRIKE
COMMITTEE MEETING 2009

23 April 2009 UKBSC 2009 Slide 1

 UK CAA BIRDSTRIKE
COMMITTEE 2009
(UKBSC)

Ray Elgy – Head Aerodrome Standards Department

Kirsten Riensema – Head Aerodrome Strategy & Standards

Nick Yearwood – Strategy & Standards Officer

23 April 2009 UKBSC 2009 Slide 2

 Online Reporting
Highlights
™ Intro Jan 2008
™ Improved & Better Reporting Process
™ Instant feedback to airports
™ Partial airline buy-in
™ Improved quality of data (forced & fixed fields)

23 April 2009 UKBSC 2009 Slide 3

 Online Reporting
™65% of all strikes reported Online by the
originator
™ CAA data entry accounts for approx 35%
™Majority of Aerodrome Operators Report
Online
™ Majority major Airlines continue to
report strikes via Air Safety Report
(requiring manual input by CAA)

23 April 2009 UKBSC 2009 Slide 4

 At A Glance

™ Most Struck
„ Woodpigeon - 93
„ B737 - 306
™ Strikes to GA Aircraft -
109
™ Time of day - Day (1002
strikes)
™ Phase of Flight – Landing
(383)

23 April 2009 UKBSC 2009 Slide 5

 2008 UK Birdstrike Data Summary

™ 1771 Reports entered online during 2008

™ After duplicates matched – reduced to 1477
strike occurrences
™ Of which 1400 “Confirmed” (iaw CAP 772
criterion)
™ 70 “Unconfirmed”
™ 11 “Near Miss”
™ Includes 66 “Reportable” – strikes which
caused damage or EoF

23 April 2009 UKBSC 2009 Slide 6

 Strikes by A/c Registration 2008

™ G-Reg = approx 65%

™ Non UK = approx
20% (10%+ comprising ‘EI’ Regn –
majority = Ryanair )
™Unknown = approx 15%
™ From FAA birdstrike database just 3
strikes to G-Reg aircraft reported in US
during 2008 (under reporting?)

23 April 2009 UKBSC 2009 Slide 7

 Strikes Occurred

™ By: ™ By:
„ Day 65% „ Day 65%
„ By Night 10%
„ By Night 10%
„ Unknown 10%
„ Unknown 10%
™ Phase of Flight:
™ Phase of Flight:
„ Landing 25%
„ Landing 25%
„ Take-Off 23%
„ Take-Off 23%
„ Unknown 20%
„ Unknown 20%

23 April 2009 UKBSC 2009 Slide 8

 66 ‘Reportable’ (MOR) Strikes during
2008 in the UK
™ 21% to GA a/c ™ 36% damage to
™ 35% during engine
Approach to Land ™ 25% resulted in a/c
™ 30% on T/O returning
™ 10% Emergency
landing

23 April 2009 UKBSC 2009 Slide 9

 2008 Strikes Per Month

UK CAA BIRDSTRIKE STATISTICS 2008 CONFIRMED/UNCONFIRMED/NEAR-

MISSES BY MONTH

300
No. of Birdstrikes Reporte

250

200
Near-Miss
150 Unconfirmed
Confirmed
100

50

0
Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec
Month

23 April 2009 UKBSC 2009 Slide 10

 Strikes During Peak Months
Peak Summer Quartile Strikes
(Jun-Aug 2008)

The number of UNK account for 40%

100
90
80
70
60 June
50 July
40 Aug
30
20
10
0

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rk
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ls
nk

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dp
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Pi
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23 April 2009 UKBSC 2009 Slide 11

 All Birdstrikes v MOR Birdstrikes

All strikes vs Serious Strikes (MORs) by Year

2000 80
1750 70

MOR Birdstrikes
All Birdstrikes

1500 60
1250 50
1000 40
750 30
500 20
250 10
0 0
2000 2001 2002 2003 2004 2005 2006 2007 2008

23 April 2009 UKBSC 2009 Slide 12

 Birdstrike Data
Rolling Average: All Birdstrikes & MORs

1400 64
1200 62

M O R Bird strikes
60
All Birdstrikes

1000
58
800 56
600 54
52
400
50
200 48
0 46
2000 2001 2002 2003 2004 2005 2006 2007 2008

23 April 2009 UKBSC 2009 Slide1313

 Strikes vs Air Transport Movements

MOR Birdstrikes vs ATM/10k 2000-2008

70 250
60 240
50 230
40 220
30 210
20 200
Total MORs
10 190
ATMs
0 180
2000 2001 2002 2003 2004 2005 2006 2007 2008

23 April 2009 UKBSC 2009 Slide1414

 All Strikes vs ATMs/10k

ATM vs All Birdstrikes 2000-2008

300 2000

1600

Total Birdstrikes
ATMs x 10,000

270
1200
240
800
210
400

180 0
00

01

02

03

06

07

08
04

05
20

20

20

20

20
20

20

20

20
23 April 2009 UKBSC 2009 Slide 15
 Strikes per 10k ATMs

Strikes per 10,000 ATMs

0.50 8.00
7.00
MOR Birdstrikes

Total Birdstrikes
0.40 6.00
5.00
0.30 4.00
3.00
0.20 2.00
1.00
0.10 0.00
2000 2001 2002 2003 2004 2005 2006 2007 2008

23 April 2009 UKBSC 2009 Slide 16

 Strikes Per 10k Air Transport
Movements 2000-2008
Birdstrikes per 10,000 ATMs

0.50 8.00 MOR Birdstrikes per

MOR Birdstrikes

Total Birdstrikes
10,000 ATMs
0.40 6.00
Total Birdstrikes per
0.30 4.00 10,000 ATMs

0.20 2.00

0.10 0.00
08
00

02

04

06
20
20

20

20

20

23 April 2009 UKBSC 2009 Slide 17

 No. of Birdstrikes
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23 April 2009
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260
310
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UK CAA BIRDSTRIKE STATISTICS 2008 - TOP SPECIES

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Slide 18
Series1
Series2
Series3
Series4
Series5
 AIRCRAFT TYPES AFFECTED
UK CAA BIRDSTRIKE STATISTICS 2008
AIRCRAFT TYPES MOST AFFECTED
100
350
306
300
80
No. of Birdstrikes

250 232

60200 East
Aircraft Type
150 129
West
40 105
100
64 North
45 42 38
50 32 27
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23 April 2009 UKBSC 2009 Slide 19

 CAP 772
(Birdstrike Risk Management for
Aerodromes)
(Amendment September 2008)

23 April 2009 UKBSC 2009 Slide 20

 INFORMATION SHARING

Strike

CAA Website
Air Safety Report

Aerodrome Report

CAA Data Collection

23 April 2009 UKBSC 2009 Slide 21
 An overview of current
airfield grassland trials
at
RAF Lyneham and Gatwick
Steve Pell
OCS Horticulture
End user requirements

‘To provide an airfield turf grass which

conforms to Long Grass Policy’.
 Questions raised:

• Does current sward conform to Long Grass Policy?

• How are bird movements influenced?
• How do we improve airfield grass?
• What are the environmental effects?
• What are the effects on aerodrome operations and
safety?
Review of current practices In Partnership
With Debut at RAF Lyneham

Problem with birds identified by BCU

Turf management practices employed on four Ha.

Discussions with FERA & Strike Command identified

potential for new practices.
Untreated area Treated area

October 2006
Maintenance Trials 2007
Trials formulated and
protocol agreed May 2007

FERA, Strike Command, Rigby Taylor Seed

Research & OCS.

Agreed for independent Consultant to monitor

trials once established.

BCU to monitor bird movements.

Seed Trials – Prior to works
• Test ground in Summer 2007 prior to trials
Seed Trials
• Existing grasses killed off
• Seed mixtures sown Autumn 2007

Area D January 2008

Mix A

Mix B

Area D Summer 2008

Area D Summer 2008
Trials monitored

BCU monitored Bird Activity.

Airfield grass monitored by independent

consultant.

Grass clippings reduction monitored by OCS and

supported by European trials data.
Conclusions to date

By changing grass species and management, airfield

grass maintenance costs and bird strike risk can be
reduced.

Further research into improving the speed of

establishment of grass species is currently being
undertaken.
Gatwick Trials

Trial carried out by Rigby Taylor Research Team

approved by BAA.

- To find out speed of establishment of mixtures

- To monitor effects on bottoming out techniques

- Trial ongoing throughout 2009

 September 2008
All plots Bottomed out
Four weeks post seeding (October 2008)
January 2009
The Future

Reduced bird strike risk

Reduction in FOD

Reduced maintenance inputs and costs

Thank you for your attention
 easyJet Birdstrike Oversight

easyJet have taken a number of actions to address the issues of birdstrike

management.

•We have continued close co-operation with CSL regarding our strategy, and
CSL have completed some airport assessments on our behalf.

•CSL (Dr John Allan) have also presented to our airport management team, in
order to support / increase the level of awareness of our managers. This has
assisted in providing them with the knowledge / confidence to be able to assess
multiple aspects of how well their airport(s) are being managed in terms of
bird/wildlife threats, without the managers needing to have any specific
ornithological expertise.

•To support this we have adopted a 10-point assessment process, which has
been incorporated into our Ground Handling Manual as the core standards we
wish our airports to be achieving. All the points are extracted / adapted from the
IBSC standards. The airport management team are assessing their airports (on a
“Red / Amber / Green” basis) in terms of their performance against each of these.
 easyJet Birdstrike Oversight

The following minimum standards, as published by the IBSC,

are considered to be essential for an effective control of
the bird / wildlife risk:
• A properly trained and equipped bird/wildlife controller should be present on the airfield for at
least 15 minutes prior to any aircraft departure or arrival. The controller should have no duties
other than bird control during this time.

• At night, active runways and taxiways should be checked for the presence of birds/wildlife at
regular intervals and the dispersal action taken as needed.

• Bird control staff should be equipped with bird deterrent devices appropriate to the bird species
encountered, the numbers of birds present, and to the area that they need to control. All staff
should receive proper training in the use of bird control devices.

• As a minimum, airport bird/wildlife controllers should record the following at least every 30
minutes:
– areas of the airport patrolled,
– numbers, location and species of birds/ wildlife seen,
– action taken to disperse the birds/wildlife,
– results of the action.
 easyJet Birdstrike Oversight

• A named member of the senior management team should be responsible for the implementation
of necessary habitat management programmes.

• An airport should undertake a review of the features on its property that attract hazardous
birds/wildlife and develop a plan to eliminate them or deny birds access to them as far as
possible.

• Professional support from a bird/wildlife strike prevention specialist should be sought.

Documentary evidence of this process, its implementation and outcomes should be kept.

• Airports should establish a mechanism to ensure that they are informed of all bird/wildlife strikes
reported on or near their property. Airports should record all birdstrikes and include, as far as they
are able, the data required for the standard ICAO reporting form.

• Airports should ensure that the identification of the species involved in birdstrikes is as complete
as possible. Airports should conduct a formal risk assessment of their birdstrike situation at least
annually and use the results to help target their bird management measures and to monitor their
effectiveness.

• Airports should conduct an inventory of bird attracting sites within the ICAO defined 13km bird
circle. A risk assessment and, if necessary, risk management action should be carried out. Where
national laws permit, airport authorities should seek to have an input into planning decisions and
land use practices within the 13km bird circle.
 easyJet Birdstrike Oversight

easyJet actions to follow

• Based on the assessment of the above, more detailed reviews / investigations are being conducted at
specific airports.

• Across the network, the increased focus on the IBSC standards, and increased engagement by our
management team with the authorities, is having a positive effect in terms of raising awareness as to
where deficiencies exist, and in airport authorities starting to address these.

• We have made a number of modifications to our birdstrike reporting and data management processes
to enable more effective assessment of the data. (e.g. Data split into altitude “zones”.)

• easyJet have established a cross-functional “Airport Wildlife Management” working group,

incorporating Ground Ops, Flight Ops, Engineering, Safety Data, etc. to review and guide easyJet’s
approach to these issues. Detailed terms of reference exist for this group.
Current Issues In Birdstrike Prevention –
UK and Overseas

John Allan
Head, Birdstrike Avoidance Team
Food and Environment Research
Agency (FERA)
New York Accident –
Canada Geese In The UK
• UK population still growing at 8% per year
• But - Strikes with Canada Geese falling
• Integrated management has been successful
• This involved movement studies, egg control, control
of adults, behaviour modification.
• Almost entirely an off-airport problem in the UK
• Better off airfield monitoring needed by airports
• ‘We didn’t know’ isn’t a defence
• Liability of landowners may become an issue
New York Accident –
Other Issues
• Congressional hearings etc. will undoubtedly
result in scrutiny of bird control in the USA
• Bird control standards – new techniques
• Planning controls
• Bird detection radar
• UK may need to follow changes in US
standards
Feedback from IBSC - 1

• Latest meeting in Brazil November 2008

• Largest ever attendance
• European section will meet at Fera (York) on
9th and 10th June 2009
• Next international meeting Cairns, Australia
September 2010
• Details at www.int-birdstrike.org
Feedback from IBSC - 2

• IBSC best practice for aerodrome bird control

now adopted – provides a reference point for
audit and assessment. New ICAO guidance
will be based on this (due March 09).
• Training requirements for bird controllers
needs definition/certification – next IBSC best
practice document
• IBSC seeking volunteers for ‘task groups’ to
establish policy on various subject areas
Birdstrike Risk Assessment

• Risk assessment techniques based on strike

frequency with different species are now
established at airports.
• Risk = probability that harm will result from a
particular set of circumstances in a given time
• Risk = Probability that a birdstrike with a
given species will damage an aircraft in a
year
Strike frequency for each
species
No. Strikes >10 3-10 1-3 0.3-0.9 0-0.2
per year

Probability Very High Med. Low Very

Category High Low
Strike Severity for each species

Percentage >20% 10-20% 6-9% 2-6% 0-2%

of strikes
causing
damage

Severity Very High Med. Low Very

Category High Low
Action matrix
Severity Freq.
Very High High Med. Low Very Low
Very High Level 3 Level 3 Level 3 Level 3 Level 2

High Level 3 Level 3 Level 3 Level 2 Level 2

Med. Level 3 Level 3 Level 2 Level 1 Level 1

Low Level 3 Level 2 Level 1 Level 1 Level 1

Very Low Level 2 Level 1 Level 1 Level 1 Level 1

Birdstrike Risk Assessment

• Requires accurate reporting and identification

of all strikes
• Reporting now mandatory in UK but
identification less than 50% accurate and
often not attempted
• We cannot manage what we do not
understand
• All bird remains can be identified – most are
not
Identification options

• Whole or part remains

• Digital photos
• Carcasses
• Fragmentary remains
• Microscopic feather fragments
• Blood smears and flesh
• DNA
• Who pays the bill?
 SharpEyeTM
Chirping Change to Birdstrike
Prevention

Barry Wade
 Birdstrikes: – A Brief History

Birdstrikes are as old as aviation itself!

• 7th September 1905, Dayton Ohio.
– 1st reported birdstrike on a powered aircraft.
• Orville Wright – ‘Wright brothers diaries’.
rd
• 3 April 1912, Long Beach California.
– 1st death as a result of a birdstrike.
• Calbraith Rodgers’ Wright Pusher struck a
gull and crashed into the surf, Rodgers
drowned.
• 10th March 1960, Boston Massachusetts.
– A Lockheed Electra, ingested Starlings on
take-off, crashed into the harbour killing 62
people.
• FAA instigate bird ingestion standards.
• 15th January 2009, New York.
– US Airways flight 1549 ditches in Hudson
River after hitting a flock of Canada Geese.
• All 155 passengers and crew survive.
 Birdstrikes: – Some Statistics

• Birdstrikes cost Military Aviation

– ?
• Birdstrikes cost Civil Aviation
– Estimated US$ 1.2 billion annually
• Damage and delays
– Estimated loss of 88 aircraft
– Human cost
• Estimated 243 lives lost
– Testament to aircraft & engine
manufacturers
» Pilots & crews
» Bird control measures
But!
– Air travel is projected to grow
– New / larger airports
– Larger aircraft
• Flight 1549 raised public awareness
– Safety aspects
Birdstrike Avoidance

Where aircraft-bird strikes occur …

5000 ft AGL

Military Commercial
Low level training Aviation* Aviation** Airport approach/
routes, ranges, departure out to 6 nm
MOAs & LATNAs
45-55% ~10-20%

500 ft AGL

Airfield approach, 20-25%

~30% Runway approach,
departure, runway departure, runway &
& taxiing 100 ft AGL taxiing

20-30% 50-60%

Data sources: * US Air Force BASH Team ** US Department of Agriculture APHIS Wildlife Services
 Birdstrike Prevention

• Current Methods
– Habitat management
• Vegetation control
• Species management
– Active Controls
• Bird/wildlife controller
• Scarecrows
• Pyrotechnic pistols
• Vehicle mounted distress call apparatus
• Traps and shotguns
• Emerging Methods
– Radar
• FAA Performance Assessment Program
– Led by Professor E. Herricks
» Center of Excellence for Airport Technology (CEAT),
University of Illinois
• In use with some militaries
 What radar offers – A Near Miss!

• Radar can see birds in all directions

& farther than the human eye
• Radar works day and night
– Depending on the specification
can operate in all weathers
• Requires skilled operator to identify
bird targets (labour intensive,
expensive, error prone)
– Not all targets visible due to
beam blockage & ground clutter
• “Raw” (unprocessed) radar is not
operationally practical for real-time
airport use
Video courtesy Detect Inc, Panama City, Florida
 Avian Radar

• Modern radar developed during WWII

• Birds detected by radar since its inception
– Usually treated as clutter
• Especially in military & ATC applications
• Some limited use for radar ornithology
– Using radar to manage risk is more recent
• RAF Kinloss, 2003
• Employ marine radar sensors
– Relatively inexpensive
– Not optimised for task
• Incoherent
– Clutter limited
» No sub-clutter visibility
 Avian Radar Systems

• All use twin sensor arrangement

– Horizontal & vertical coverage
• S-Band, S-Band
• S-Band, X-Band Horizontal (HSR) radar provides
• X-Band, X-Band 360° area surveillance out to 8 miles &
up to 15,000 feet AGL
• Powerful signal processors

Vertical (VSR) radar provides horizon-to-

horizon coverage of runway approach
& departure corridors out to 4 nm
 Typical Airport Installation

Commercial & multi-runway airport

configuration:
•Fixed package installation:

• VSRs at ends of major runways/mid-

point for shorter runways

• Multiple HSR units provide complete

coverage 360° around the airport
 The Future - Solid State Avian Radar

• SharpEye Avian Radar

– S and X Band variants
• Does what other radars do
• Plus….
– Optimised for the task
• Tailored waveforms
– Coherent Doppler processing
• Detects birds in clutter
– Frequency selection
• Radar interoperability
– Multifunction
• Can perform different tasks in different
directions
– Surface movement
– Perimeter security
– Low power
• Can be retro-fitted to existing avian radar systems
• Exceptional reliability
 SharpEye™ Trials at Shoeburyness

• 2008 Bird detection trials

• Undertaken with a leading Avian Radar system
supplier
• Witnessed by Independent body
• Results
– Individual small birds
• Detected and tracked to 1.5nm
• Over land and sea
– Flocks of small birds
• Detected in excess of 6nm
• Over land
 SharpEye™ Avian Radar Status

• Proven as a Marine Radar

– IMO Type Approved since March 2008
• Being used or under consideration by
leading Avian Radar suppliers and CEAT
• 6 systems delivered to USA for Avian
applications
• Under consideration by NASA
– Low power density
• Beneficial close to explosive fuels

Video courtesy DeTect Inc.

 Birdstrikes – The History and the Future?

• 7th September 1905, Dayton Ohio.

– 1st reported birdstrike on a powered aircraft.
• Orville Wright – ‘Wright brothers diaries’.
• 3rd April 1912, Long Beach California.
– 1st death as a result of a birdstrike.
• Calbraith Rodgers’ Wright Pusher struck a
gull and crashed into the surf, Rodgers
drowned.
• 10th March 1960, Boston Massachusetts.
– A Lockheed Electra, ingested Starlings on take-
off, crashed into the harbour killing 62 people.
• FAA instigate bird ingestion standards.
• 15th January 2009, New York.
– US Airways flight 1549 ditches in Hudson River
after hitting a flock of Canada Geese.
• All 155 passengers and crew survive.
• Aviation authorities instigate standards for
Avian Radars?
 Worldwide Fatalities/Destroyed Civil Aircraft due to Birds
Since BSCUK Meeting in April 2008

John Thorpe, 1st April 2009

Introduction
The accidents below bring the totals since 1912 to:

• Airliners and Executive Jets – 15 fatal accidents killing 188 and destroying 43, possibly 44
aeroplanes.
• Aeroplanes 5,700 kg & below – 31 fatal accidents killing 63 and destroying 51 aircraft.
• Helicopters – 7 fatal accidents killing 19 people and destroying 9 helicopters.

Thus, the total of aircraft destroyed as a result of bird strikes has now risen to 104.

Section 1 – Airliners & Executive Jets

25 May 2009 Boeing 747F-200 Brussels Airport, Engine 5 on board
N704CK 4 x P & W JT9D Belgium Kestrel 5 uninjured

The Kalitta Air flight was a cargo flight from New York-JFK to Bahrain with a technical stop at Brussels
with 73 tonnes of cargo. The Boeing 747 was taking off at 13.30 from runway 20 (2,987 m) when the
right engine experienced a momentary loss of power accompanied by a loud bang, heard by the crew
and external witnesses, and by flames, seen from the control tower. CVR data revealed this was 4
seconds after V1. Two seconds later and in spite of being 6 seconds past V1, the take off was
abandoned. All four engines were brought back to idle, and braking action was initiated but the thrust
reversers were not deployed. The aircraft came to a stop 300m beyond the end of the runway, above a
railway embankment. The aircraft was severely damaged, breaking into three parts. The crew were
highly experienced, the Captain having over 15,000 hrs with 3,000 on the B747. DNA revealed a
Kestrel (Falco tinnunculus wt. 200 gm) strike. (Preliminary Report from Belgian Accident Investigators)

[10 Nov 2009 Boeing 737-800 Rome, Ciampino Engine 172 on board
EI-DYG 2 x CFM56-7 Italy Starlings 1 serious injury

1
At about 7.56 am while on short finals to land, the Ryanair flight from Frankfurt Hahn, encountered an
enormous starling flock (Sturnus vulgaris wt 80 gm). There were multiple strikes on the nose, wings,
and windshield and both engines lost power. The aircraft impacted hard and the left hand landing gear
was forced into the aircraft structure. The aircraft slid to a halt on the runway with one engine resting
on the runway. One person was injured when evacuating via the one slide which had been deployed,
the rest were evacuated via steps. The decision on the aircraft repairs is awaited.

15 Jan 2009 Airbus 320 Hudson River, New York Engine 155 on board
N106US 2 x CFM56-5 USA Canada geese 1 serious inj

The US Airways flight took off for Charlotte, Carolina at 15:26 from New York La Guardia's runway 04.
The first officer was handling pilot. As they were reaching an altitude of 3,200 feet the crew
encountered a formation of Canada geese (Branta Canadensis wt. 3.6 kg). Impacts were felt and both
engines began to lose power and there was a burning smell. The captain took over control of the flight
while the first officer attempted to relight the engines. ATC were informed that they had lost thrust in
both engines and were turning back toward LaGuardia. It quickly became evident that they were not
able to reach LaGuardia and the possibility of Tereboro, New Jersey was considered. The captain
realized that it was too far and stated his intention of going for the Hudson River. They descended over
the George Washington Bridge and ditched opposite mid-town Manhattan. The occupants evacuated
the aircraft onto the wing and aboard escape slide rafts. Coast Guard, commuter and tour vessels
rescued everyone on board in spite of some people in the water and the strong current. The maximum
altitude reached was 3,200 feet and the last radar return received was at 300ft and 153kts. The aircraft
was retrieved from the river. Both DNA and feather analysis confirmed that both engines had ingested
Canada geese. It was fortunate the captain was a glider pilot.

Section 2 – General Aviation Aeroplanes

23 October 2007 Piper PA44 Seminole Browerville, Minn. 2 on board

N327ND 2 x Lycoming 0-360 USA 2 killed

The University of North Dakota aircraft was on a routine late evening night training flight from St Paul to
Grand Forks. It was flying normally when according to stored memory on cockpit devices (from GPS?)
it went out of control and 26 seconds later crashed into a swampy area killing the 22 year old
instructress and the 20 year old student. The Preliminary NTSB Report states it was likely to have
been caused by two or more Canada geese (Branta canadensis wt. 3.6 kg) hitting the aircraft. There
was a large dent on the left wing along with Canada goose DNA and another on the tail section which
when peeled back revealed goose remains.

2 May 2008 Vans RV-7A Frazier Lake, California 2 on board

N269SD Lycoming I0-360 USA destr’yd, 2 minor inj

At about 50 ft while climbing from a touch and go, the left wing struck a Canada Goose (Branta
Canadensis wt. 3.6 kg). The pilot lost control and the aircraft was destroyed after cartwheeling and
crashing in a field 500 ft south west of the runway.

2
29 Aug 2008 Ercoupe 415C Sebring, Florida 2 on board
N87376 Continental C75/85 USA Nil injuries

At about 1,300 ft in the climb the pilot found pieces of wood and feathers coming into the cockpit via the
open canopy. He shut down the engine and made a forced landing in a field. The aircraft impacted a
shallow ditch obscured by tall grass causing the nose gear to collapse bending the right main spar and
buckling the firewall. One blade of the wooden propeller was splintered.

11 Sept 2008 Air Tractor AT-502B Nr Caledon, Western Cape 1 on board

ZS-NZU Lycoming I0-360 South Africa 1 fatality

During an agricultural spraying operation a Blue Crane (Anthropoides paradisea wt. 4 kg) struck the
windshield and apparently incapacitated the pilot as feathers were found in the cockpit. The aircraft
flew into the ground, bounced and overturned.

Section 3 – Helicopters
4 Jan 2009 Sikorsky S76C Nr Houma, Louisiana Windshield? 9 on board
N748P 2 x Turbomeca Arriel USA ‘Hawk’ 9 Fatalities

The helicopter operated by PHI Petroleum Helicopters was ferrying oilfield workers to an oil platform in
the Gulf of Mexico. It crashed in marshy ground near Bayou Penchant. Examination revealed
concentric ring fractures of the windshield and also in the gell-coat just above the windshield. DNA
testing of swabs taken from the pilot side windshield revealed microscopic remains of ‘hawk’.
Accordingly further swabs were taken from a range of parts and small feather parts were found under a
right side windscreen shield and in folds of the right side engine inlet filter. Research is continuing into
the possible scenarios that could have caused the loss of engine torque and electrical anomalies found
on the flight recorders as well as crew responses. The original laminated glass windshields had been
replaced a year previously by lighter weight cast acrylic windshields approved by the FAA under a
Supplemental Type Certificate.

References:

• Working Paper WP-SA1 ‘Fatalities & Destroyed Civil Aircraft due to Bird Strikes 1912 to 2002,
Proceedings of IBSC26, May 2003 Warsaw Poland.
• Working Paper WPII-3 ‘Fatalities & Destroyed Civil Aircraft due to Bird Strikes 2002 to 2004’,
Proceedings of IBSC27, May 2005 Athens, Greece.
• Working Paper for IBSC 28, Brasilia November 2008.