Bird strikes ( collisions between birds and aircraft) pose a significant threat to aviation safety. For example , Naval Air Facility El Centro, California, lost an F-18 jet to a bird strike in October 1995. To help combat the bird-strike threat at Naval Air Facility El Centro, I developed a bird-avoidance model as a risk-management tool for the installation. It can be used to schedule flights at NAF El Centro and its two associated practice-bombing ranges during times of low-bird activity. I calculated bird-strike risks and published them in web-page format on both the installation's server and the USGS/Utah State University, College of Natural Resources' server for easy access by flight crews, flight-safety officers, airfield managers, natural resource managers, and other Navy personnel. Bird hazards during daylight hours were quantified using daily bird counts through the year 2000. These were combined with a bird-hazard index for various species, developed using U.S. Air Force bird-strike records. Nocturnal bird hazards were quantified in the fall of 2000 using a bird-radar system to count birds in three relative size classes. Large- and medium-sized birds were scaled to represent a higher risk to aircraft than small birds. Nocturnal bird hazards beyond the fall study were estimated using U.S. Air Force bird-strike records. The main section of the web page allows the user to select the area and time of year, which links to the appropriate color-coded bird-strike-risk graph. The graphs describe the bird-strike risk by time of day and altitude with red for high risk, yellow for moderate risk, and green for low risk. The web page also identifies and describes the most hazardous bird species in the area, recommends methods of hazard management, and provides links to bird-strike-information sources on the web.

In an era of acute concern about airline safety, bird strikes are still one of the major hazards to aviation worldwide. The severity of the problem is such that it is mandatory in all developed countries to include bird management as part of airport safety management programs. In Australia, there are approximately 500 bird aircraft strikes per year (Bailey 2000). Brisbane airport has a relatively high occurrence of strikes, with an average of 77 recorded every year (2002-2004). Given the severity of the problem, a variety of techniques have been employed by airports to reduce bird strikes. Scare devices, repellents, continuous patrols for bird hazing, use of raptors to clear airspace of birds and depredation are used by many airports. Even given the diversity of control methods available, it is accepted that habitat management is the most effective long term way to control birds in and around the airport space. Experimental studies have shown that habitat manipulation and active scaring measures (shooting, scaring etc), can reduce bird numbers to an acceptable level. The current study investigated bird populations in six major vegetation habitat types identified within the operational and surrounding areas of Brisbane airport. In order to determine areas where greater bird control and management should be focused, bird abundance, distribution, and activity were recorded and habitats that pose the greatest bird strike risk to aircraft were identified. Secondly, species with high hazard potential were identified and ranked according to their hazard potential to aircraft. This study also investigated the effectiveness of different vegetation management options to reduce bird species abundance within operational areas of Brisbane airport. Four different management options were compared. Each management option was assessed for grass structural complexity and potential food resources available to hazardous bird species. Analysis of recorded data showed that of the habitats compared within the Brisbane airport boundaries, grasslands surrounding runways, taxiways and aprons possess the greatest richness and abundance of bird species that pose the greatest potential hazard to aircraft. Ibis and the Australian kestrel were identified as the bird species that pose the greatest risk to aircraft at Brisbane airport, and both were found in greatest numbers within the managed grasslands surrounding operational areas at the airport. An improved reporting process that allows correct identification of all individual bird species involved in bird strikes will not only increase the accuracy of risk assessments, but will also allow implementation of more effective control strategies at Brisbane airport. Compared with current grassland management practice, a vegetation management option of maintaining grass height at 30-50cm reduced total bird utilisation by 89% while utilisation of grassland by potentially hazardous birds was also reduced by 85%. Maintaining grass height within the 30-50cm range also resulted in a 45% reduction in the number of manipulations required per year (11 to 6), when compared with current management practices, and a 64% reduction in annual maintenance cost per hectare. When extrapolated to the entire maintained grass area at Brisbane airport, this resulted in a saving of over $60 000 annually. Optimisation of potential hazard reduction will rely on future studies that investigate the effect of particular vegetation species that could replace the existing mix of grasses used at Brisbane airport and an understanding of the relative importance of vegetation structure and food supply in determining utilisation by potentially hazardous bird species.