Special Operational Procedures and Hazards — Page 152, Lesson 238

I want to walk you through the start of Chapter 10, which deals with Special Operational Procedures and Hazards. We're beginning with the topic of bird strike risk and avoidance. First, let's define the hazard clearly. A bird strike is a collision between an aircraft and a bird, and the ingestion of birds or bird remains into engines is a specific subset of that hazard. The fundamental reality is that this risk will always exist as long as aeroplanes share the sky with birds. That's not a dramatic statement — it's a factual operational constraint we have to manage. The key to managing it is twofold: action and procedures. We can put measures in place to minimize the risk, and then awareness of those procedures plus compliance with them is the best means of reducing the hazard. So it's not enough to just have the procedures on paper — pilots and ground crews must know them and follow them. ICAO runs a system called IBIS, which stands for the ICAO Bird Strike Information System. Its purpose is to collect and disseminate information on bird strikes to aircraft. So when a strike happens, that data goes into IBIS, and the information gets shared out to help everyone else avoid similar situations. Now, where do we find the information that helps us avoid birds? There are several sources. First, aeronautical charts are annotated with known areas where birds congregate and where wildlife sanctuaries have been established. So when you're studying your charts for a flight, you'll see those markings. Second, the well-defined migratory routes of birds, together with the times of year during which those migrations occur, are published in AIP ENR 5.6. That's the Aeronautical Information Publication, section ENR 5.6 — it's the formal source for that seasonal data. Third, there's real-time reporting. Information supplied by pilots and ground observers concerning observed movements of concentrations of birds — specifically the position, height, quantity, and direction of flight — can be passed to air traffic units at aerodromes. That information can then be relayed to aircraft in flight in the vicinity of those aerodromes. This aids awareness and, if necessary, prompts avoiding action. And there's a reporting obligation on pilots: if you observe a potential bird hazard, you are required to report it to the appropriate ground station. That's not optional — it's a requirement. Now let's look at the specific hazards to aeroplanes beyond the obvious one of airframe damage. Bird strikes can cause: - Loss of power if air intakes to engines are clogged — that's ingestion blocking the airflow. - Cooling system failure if radiator cooling air intakes are clogged — so the engine or other systems can overheat. - Fracture of hydraulic pipes that are exposed with lowered undercarriage — when the landing gear is down, hydraulic lines are more vulnerable. - Obscured windows and clear vision panels — which can directly affect the pilot's ability to see. The highest risk period is in close proximity to the ground — that's where deviation from the intended flight path is most critical and where you have the least time to react. The excerpt cuts off there, but that's the core of the hazard picture: the risk is greatest when you're taking off or landing, and the consequences can affect multiple critical systems.