June 6, 2009

Following the Federal Aviation Administration’s (FAA) release of bird strike data less than two months ago, the reality that strikes with our fowl feathered friends are increasing captured the eyes and ears of Americans, especially following the Hudson River landing of a US Airways flight earlier this year after it struck a flock of Canadian geese and lost both engines. Over the past near-decade, bird strikes at about a dozen major commercial airports have more than doubled, including New Orleans and Houston Hobby, with the number of destroyed aircraft due to wildlife and bird strikes in the same time frame at twenty-eight. That report is also believed to be significantly underestimated due to the voluntary reporting system, with only 20 per cent of actual strikes believed to have been reported. A recent report revealed another issue surrounding the damaging bird strikes that may show that commercial airports are ignoring requirements. As reported in USA Today:

One in three of the nation’s commercial airports have failed to take legally required action to reduce the hazards of planes striking birds, a federal review has found.

About 150 airports who have a history of “serious collisions” between aircraft and wildlife failed to complete wildlife hazard studies, as revealed by several individuals within the industry who refused to comment publicly. Those airports have not yet been identified due to procedural notifications. It was also stated in the report that the FAA had notified the Airport Council International – North America (ACI) of it’s intent to contact the airports. Lead instructor at the Wildlife Hazard Management Program at Embry-Riddle Aeronautical University made the comment that

The situation shows that airports aren’t taking the risks seriously. “It just shows how this problem has been ignored and shuffled to the side by the aviation community over the years,” Eschenfelder said. “It takes a catastrophe to focus everybody’s attention.”

The program is meant to fulfill the Federal Regulation, Title 14, section 139, that provides guidance on how airports deal with wildlife hazards. Under the Code, specifically sub-section § 139.337, it states that studies are indeed required following a list of an identified event involving wildlife, including engine ingestion and strike. The required studies are a key ingredient in planning for high-risk areas and keeping wildlife and planes separated. With certain flyways for migratory birds being cited as potential risk areas where migration flocks can occur up to 7,000 feet AGL, the FAA recommends that pilots either climb to avoid a collision or avoid the areas entirely as well as flying lower during migrations. Earlier this year, president of the Bird Strike Committee, John Olstrom, released a public testimony regarding their relationship with the FAA and key issues involving bird strikes. In 2007, there were over 7,600 wildlife strikes by commercial aircraft and an estimated $600 million US annual cost involving wildlife strikes. Damage by these strikes range from minor to deadly, with many commercial and military aircraft having been downed by contact with birds, causing structural and engine failure. In late April, Citizen Journalist B. Thomas Cooper wrote a report on Digital Journal about the FAA data showing increased strikes.