Avoidance Key to dealing with bird-strikes

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  • By Elsa Martinez
  • 433 AW
LACKLAND AFB, Texas --  The recent aircraft mishaps involving birds has nabbed the nation's attention: the US Airways plane that landed in New York's Hudson River; the Delta Air Lines plane that departed from New Orleans but was forced to land seconds after take-off when birds struck the Boeing 757's two engines. Last year a medical helicopter in Melbourne, Fla., bound for an Orlando hospital, collided with a bird that struck the windshield, detouring the chopper to Orlando's Executive Airport instead.

Although these incidents suffered no casualties, the question for the Alamo Wing is do C-5 Galaxy pilots face the same hazard and potential for disaster?

Not really, according to C-5 pilots assigned to the 433rd Airlift Wing at Lackland AFB. Indeed, the aircraft' s sheer size, and the small breeds of birds in this area, makes such catastrophes almost impossible. But like most other potential mishaps, prevention is the best way to handle bird strikes.

As with nearly all aircraft, bird strikes are a fact of life. But, there are some proactive measures to keep the aircraft and air crew members safe.

"Avoidance and mitigation are the only ways to deal with bird strikes in-flight," said Maj. Kenneth Evans, a C-5 instructor pilot and chief of training for the 356th Airlift Squadron.
Avoidance begins with the flight planning, including a "bird forecast" for the day's flying schedule.

"We check online with the U.S. Avian Hazard Advisory System," said Major Evans. "That's where we learn what birds are projected for the area in which we fly, whether for a training local, a mission or any type of flight by our C-5s."

The AHAS gathers information about what types of birds are present at a given time and date, what their flying patterns are, migration paths and other related factors. The air crews can use that data when planning flights.

"The times of most concern are sunrise and sunset," said Major Evans about flying from Lackland AFB. "At that time, birds have the most flying activity or they're feeding. So, we try to avoid take-offs and landings 60 minutes before and after sunrise and sunset."

Despite best efforts, bird collisions with the Galaxy can and do occur. "Every time a C-5 has a bird strike, we land as soon as possible," explained Maj. Evans. "The plane is then inspected for damage, especially the engines. Any damage found is reported and fixed before taking off again."

The worst damage can occur when a bird is sucked into one of the turbofan engines. 

"Maintenance personnel check all engines for nicks and cracks in the fan blades," said Major Evans. "Such damage can be very expensive and could ground that C-5 until all repairs are made."

After each confirmed bird strike, the 433rd Safety office collects all bird remains and debris and sends the materiel to the Smithsonian National Museum of Natural History in Washington, D.C. 

"Interestingly, the stuff is sent to a Dr. Carla Dove there," said Major Evans.

Even suspected bird-strike matter found on the runway is forwarded to the Smithsonian as mandated by AFMAN 91-223, the Air Force regulation governing Aviation Safety Investigations and Reports. The continual collection of data allows for accurate information to get to those who need it, flight planners.

"Doing so allows the Smithsonian to track bird movements, the type of birds encountered in a given location and other related information," said Major Evans.

Even though the birds found in the Lackland area are too small to harm the C-5, safety is always a concern and monitoring the local bird population and movement is still an important part of flying safety.

"The size of the C-5 really prevents such an accident as the US Airways landing in the Hudson River," said Major Evans. "Such an incident is very unlikely with the C-5."

"Can it happen? Yes," said Lt. Col. Jeffrey Mulvihill, from the 433rd Airlift Wing Safety office. "But it's up to us in wing safety to help mitigate such occurrences or minimize them."

Every bird strike is investigated and plans are implemented to reduce future incidents. Lackland AFB finds nature the best way to reduce them.

"There were two red-tail hawks that flew within our parking ramp," explained Lt. Col. Mulvihill, adding that recently one hawk was found dead on the runway. "Those two hawks scare away birds that might otherwise want to roost here."

Another method of discouraging birds is to control the types of grasses, trees and other vegetation that surround the wing and runway.

"Birds that roost and nest here locally, such as sparrows, swallows, pigeons and others, tend to prefer shorter grasses where flocks can see each other for protection.

"That's why it's preferable to have taller grasses where birds are less apt to land here and invite a potential bird strike," said Colonel Mulvihill.

Physical obstacles, such as fencing, also prove useful, in preventing other wildlife from wandering into the active runway area, according to Lt. Col. Michael Ratcliff, chief of the 433rd Airlift Wing Safety office. "The fence that encloses the base is embedded 18 inches into the ground.

"Doing so prevents burrowing critters such as rabbits, gophers and even coyotes that may spot food, water or shelter inside the fencing," said Colonel Ratcliff. "What could happen next is that they accidentally wander onto the runway or parking ramp and become another incident waiting to happen."

Other installations, such as Whiteman AFB in Missouri, use bird cannons. Basically these are devices that use a harmless shot-gun sounding blast to scare away birds. But scare tactics aren't always effective, said Colonel Mulvihill.

"After awhile, the birds learn," he said. "Sometimes the cannons are fired and then a pigeon or sparrow flies and lands atop the cannon. So, noise deterrents really aren't that effective."

Nevertheless, bird strikes with the C-5 Galaxy can and will happen. 

"If we fly our C-5s, and the birds are in the air too, then we will collide," said Colonel Mulvihill. "So, it's up to us to minimize the risk of that happening."  

Major Evans said he averages about two bird-strikes every year, but in the C-5, they aren't always seen from the flight deck. Sometimes they are visible because the Alamo C-5s travel to locations where the native birds are a bit larger.

Capt. Doug Brown, a C-5 pilot with the wing's 68th Airlift Squadron, related his own experience while landing at Ramstein AB in Germany.

"Right after putting the engines in full reverse power, a big raven-type bird decided to end his life into the number two engine," said Captain Brown. "Since I was at a safe speed, I placed the engine in idle power and taxied to parking. After shut-down, it was evident what happened to the bird and maintenance had the pleasure of fixing the plane.  But nothing really untoward happened, except to the bird."