Photo By Staff Sgt. James Fritz | Noah Baity, U.S. Department of Agriculture’s Wildlife Services wildlife biologist,...... read more read more
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U.S. CENTRAL COMMAND AREA OF RESPONSIBILITY – In the quiet hours before sunrise, Noah Baity, a U.S. Department of Agriculture Wildlife Services wildlife biologist, is already on the move, scanning the skies and scouring the flight line. His job is clear: reduce the risk of bird and wildlife strikes to keep military aircraft and crews safe.
Baity supports a long-standing partnership with the U.S. Air Force focused on mitigating wildlife hazards within the U.S. Central Command area of responsibility. For more than 15 years, the USDA has embedded specialists across airfields to manage risks that could jeopardize flight safety and mission readiness.
“Birds and planes do not mix,” Baity said. “They’ve caused crashes, cost millions in damage, and in some cases, taken lives. We’re here to reduce that risk.”
Working under the guidelines of a Bird Aircraft Strike Hazard plan, Baity identifies local species threats, monitors attractants near the airfield and helps develop long-term mitigation strategies tailored to the environment.
“Every airfield has its own challenges,” Baity said. “By identifying species, and monitoring
attractants and observing wildlife movement trends, I’m able to quickly determine if something in the plan should be changed or adjusted.”
Flight safety officials say the USDA’s embedded support makes a measurable difference in mission effectiveness.
“If I don’t have a USDA representative, then I have to designate most of my time to go out and do the BASH work as well,” said Master Sgt. Steve McFate, 386th Air Expeditionary Wing flight safety NCO. “I can’t dedicate 10 to 12 hours a day doing BASH work while I’m trying to take care of all my other flight safety responsibilities. Now that Baity is here, he runs the program and is able to dedicate a lot more time because that is his specific responsibility.”
Baity’s workday often starts before sunrise and stretches past sunset—mirroring peak bird activity. Techniques range from vehicle noise and horn blasts, all intended to scare birds away from critical airspace. Lethal control is considered only as a last resort.
“In Wildlife Services, lethal removal is always our final option,” Baity said. “We start with harassment, then look at habitat management. Removing a bird isn't the first choice, but sometimes it's necessary to protect lives.”
Unique regional factors present additional hurdles. One challenge is the presence of domesticated pigeons used for racing, a popular local pastime. These birds often travel long distances and can unintentionally enter restricted airspace, complicating wildlife control efforts near the flight line.
The region also lies at the convergence of several major bird migration routes, making the spring and fall months especially active for bird movement.
“This is considered a high-traffic zone for migratory birds,” Baity said. “From mid-March to mid-May, it’s constant activity. Some of these species travel thousands of miles, and they all seem to funnel right through this area.”
When bird strikes do occur, Baity collects remains and forwards them to the Smithsonian Institution’s identification lab. The DNA results help confirm the species involved and pinpoint patterns over time—critical data for improving airfield safety plans.
With a degree in wildlife biology from North Carolina State University, Baity brings both expertise and perspective to his role. For him, the mission goes beyond data collection or flight line patrols.
“At the end of the day, this job is about saving lives,” Baity said. “You may not always see the impact, but preventing even one serious bird strike makes it all worth it.”
| Date Taken: | 04.17.2025 |
| Date Posted: | 04.26.2025 02:08 |
| Story ID: | 496053 |
| Location: | (UNDISCLOSED LOCATION) |
| Web Views: | 17 |
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