Communication system with adaptive noise suppression

A signal-to-noise ratio dependent adaptive spectral subtraction process eliminates noise from noise-corrupted speech signals. The process first pre-emphasizes the frequency components of the input sound signal which contain the consonant information in human speech. Next, a signal-to-noise ratio is determined and a spectral subtraction proportion adjusted appropriately. After spectral subtraction, low amplitude signals can be squelched. A single microphone is used to obtain both the noise-corrupted speech and the average noise estimate. This is done by determining if the frame of data being sampled is a voiced or unvoiced frame. During unvoiced frames an estimate of the noise is obtained. A running average of the noise is used to approximate the expected value of the noise. Spectral subtraction may be performed on a composite noise-corrupted signal, or upon individual sub-bands of the noise-corrupted signal. Pre-averaging of the input signal's magnitude spectrum over multiple time frames may be performed to reduce musical noise

Adaptive Suppression of Noise in Voice Communications

A subsystem for the adaptive suppression of noise in a voice communication system effects a high level of reduction of noise that enters the system through microphones. The subsystem includes a digital signal processor (DSP) plus circuitry that implements voice-recognition and spectral- manipulation techniques. The development of the adaptive noise-suppression subsystem was prompted by the following considerations: During processing of the space shuttle at Kennedy Space Center, voice communications among test team members have been significantly impaired in several instances because some test participants have had to communicate from locations with high ambient noise levels. Ear protection for the personnel involved is commercially available and is used in such situations. However, commercially available noise-canceling microphones do not provide sufficient reduction of noise that enters through microphones and thus becomes transmitted on outbound communication links

Spatiotemporal Dynamics in Identification of Aircraft–Bird Strikes

A primary concern for human–wildlife interactions is the potential impacts resulting from wildlife (primarily birds) collisions with aircraft. The identification of species responsible for collisions with aircraft is necessary so that airport management can develop effective strategies to reduce strikes with those species. Of particular importance in developing such strategies is the identification of regional, seasonal, and temporal patterns in collisions with unidentified bird species that may limit the effectiveness of regional habitat management to reduce bird strikes. The authors analyzed 105,529 U.S. civil aviation strike records from 1990 to 2012 in the FAA’s National Wildlife Strike Database to examine patterns of collisions involving unidentified birds. Factors that affected identification were airport certification class, FAA region, mass of struck species, state species richness (if damage was reported), and interactive effects between the last four factors. Identification varied by region and declined with increasing species richness; this identification was greater for general aviation (GA) airports and the mass of struck species, especially when damage was reported. Species identification might be improved by increasing reporting efforts relative to species richness, especially by GA airport managers and operations staff, who may have a higher propensity of reporting bird strikes, and by collecting more fieldbased data on avian populations. The results can provide guidance for the development of airport management and personnel training

Effects of crop type and harvest on nest survival and productivity of dickcissels in semi-natural grasslands

Recent focus on climate change and global energy production has increased interest in developing biofuels including perennial native grasses (e.g. switchgrass [Panicum virgatum]) as viable energy commodities while simultaneously maintaining ecosystem function and biodiversity. However, there is limited research examining the effects of biofuel-focused grasslands on grassland bird reproductive success and conservation. In 2011–2013 we studied the effects of vegetation composition and harvest regimens of switchgrass monocultures and native warm-season grass (NWSG) mixtures on nest success, nest density, and productivity for dickcissels (Spiza americana) in Clay Co. MS, USA. There was no effect of vegetation metrics, harvest frequency, or biofuel treatment on nest survival. However, both vegetation composition and harvest frequencies influenced nest density and productivity. Native warm season grasses contained 54–64 times more nests relative to switchgrass treatments, and nest density and productivity were 10% greater in single harvest plots. Our results suggest semi-natural grasslands can balance biofuel production, ecosystem functionality, and conservation so that biofuels offer an opportunity for wildlife conservation rather than a continued threat to grassland birds

Spatiotemporal Dynamics in Identification of Aircraft–Bird Strikes

A primary concern for human–wildlife interactions is the potential impacts resulting from wildlife (primarily birds) collisions with aircraft. The identification of species responsible for collisions with aircraft is necessary so that airport management can develop effective strategies to reduce strikes with those species. Of particular importance in developing such strategies is the identification of regional, seasonal, and temporal patterns in collisions with unidentified bird species that may limit the effectiveness of regional habitat management to reduce bird strikes. The authors analyzed 105,529 U.S. civil aviation strike records from 1990 to 2012 in the FAA’s National Wildlife Strike Database to examine patterns of collisions involving unidentified birds. Factors that affected identification were airport certification class, FAA region, mass of struck species, state species richness (if damage was reported), and interactive effects between the last four factors. Identification varied by region and declined with increasing species richness; this identification was greater for general aviation (GA) airports and the mass of struck species, especially when damage was reported. Species identification might be improved by increasing reporting efforts relative to species richness, especially by GA airport managers and operations staff, who may have a higher propensity of reporting bird strikes, and by collecting more fieldbased data on avian populations. The results can provide guidance for the development of airport management and personnel training

Integrating mammalian hazards with management at U.S. civil airports: a case study

Wildlife incidents with U.S. civil aircraft cost an estimated $1.4 billion from 1990 to 2010, with mammals 5 times more likely to cause damage than other wildlife. We surveyed 2 general aviation (GA) airports and 6 Part-139 certificated (i.e., certified) airports to assess efficacy of management practices for mammalian species hazardous to aircraft. We obtained information on mammalian species present on airport grounds, types and estimated effectiveness of management techniques, and effort spent on wildlife management. We evaluated management techniques relative to aircraft–wildlife collisions (i.e., incident) frequencies taken from Federal Aviation Administration’s (FAA) National Wildlife Strike Database and species hazard scores calculated by body mass. Certificated airports spent 5 times more effort and used twice as many techniques as GA airports. Species considered most hazardous by all airports included white-tailed deer (Odocoileus virginianus; hazard score = 94) and coyote (Canis latrans; 62). Generally, all airports surveyed are managing effectively for mammals; however, we recommend that airports with deer present install additional exclusion devices. By prioritizing species to manage and targeting management for them, airports can reduce mammalian risks to U.S. civil aircraft

White-Tailed Deer Incidents With U.S. Civil Aircraft

Aircraft incidents with ungulates cause substantial economic losses and pose risks to human safety. We analyzed 879 white-tailed deer (Odocoileus virginianus) incidents with United States civil aircraft from 1990 to 2009 reported in the Federal Aviation Administration National Wildlife Strike Database. During that time, deer incidents followed a quadratic response curve, peaking in 1994 and declining thereafter. There appeared to be some seasonal patterning in incident frequency, with deer incidents increasing overall from January to November, and peaking in October and November (30.7%). Most incidents (64.8%) occurred at night, but incident rates were greatest (P 0.001) at dusk. Landing-roll represented 60.7% of incidents and more incidents occurred during landing than take-off (P 0.001). Almost 70% of deer incidents had an effect on flight. About 6% of pilots attempted to avoid deer, and were less likely to sustain damage. Aircraft were 25 times more likely to be destroyed when multiple deer were struck versus a single individual. Deer incidents represented 0.9% of all wildlife incidents, yet 5.4% of total estimated costs. Reported costs for deer incident damages during this period exceeded US$36 million, with US$75 million in total estimated damages. Deer incidents resulted in 1 of 24 human deaths and 26 of 217 injuries reported for all wildlife incidents with aircraft during the reporting period. Managers should implement exclusion techniques (e.g., fences, cattle guards, or electrified mats) to maximize reductions in deer use of airfields. Where exclusion is not practical, managers should consider lethal control, habitat modifications, increased monitoring and hazing, and improved technology to aircraft and runway lighting to reduce incidents at airports

Forage or Biofuel: Assessing Native Warm-season Grass Production among Seed Mixes and Harvest Frequencies within a Wildlife Conservation Framework

Native warm-season grasses (NWSG) are gaining merit as biofuel feedstocks for ethanol production with potential for concomitant production of cattle forage and wildlife habitat provision. However, uncertainty continues regarding optimal production approaches for biofuel yield and forage quality within landscapes of competing wildlife conservation objectives. We used a randomized complete block design of 4 treatments to compare vegetation structure, forage and biomass nutrients, and biomass yield between Panicum virgatum (Switchgrass) monocultures and NWSG polycultures harvested once or multiple times near West Point, MS, 2011–2013. Despite taller vegetation and greater biomass in Switchgrass monocultures, NWSG polycultures had greater vegetation structure heterogeneity and plant diversity that could benefit wildlife. However, nutritional content from harvest timings optimal for wildlife conservation (i.e., late dormant season-collected biomass and mid-summer hay samples) demonstrated greater support for biofuel production than quality cattle forage. Future research should consider testing various seed mixes for maximizing biofuel or forage production among multiple site conditions with parallel observations of wildlife use

A framework for managing airport grasslands and birds amidst conflicting priorities

Management of modern airports is a task beset by conflicting priorities. Airports are vital to the global market economy, but impose costly environmental disturbances including habitat loss, noise, reduced air quality, erosion, introduction of invasive organisms, and polluted storm-water runoff (Blackwell et al. 2009). Airport environments also attract some wildlife hazardous to aviation safety, namely species involved in wildlife-aircraft collisions or ‘strikes’ (ICAO 2001, Blackwell et al. 2009, DeVault et al. 2011). Since 1912 at least 276 human lives have been lost due to bird strikes (Thorpe 2010), and from 1990 to 2010, more than 106 000 bird strikes involving civil aircraft were reported to the US Federal Aviation Administration (FAA; http://wildlife-mitigation. tc.faa.gov/wildlife/). Dolbeer (2006) reported that for strikes resulting in substantial aircraft damage (ICAO 1989), 66% occurred below 152 m altitude and within 1.5 km of a runway for airports servicing piston-powered aircraft only, and within 3 km of a runway for airports servicing turbine-powered aircraft (FAA 2009). Consequently, aviation authorities prioritize human safety over wildlife conservation in management of airport habitats (ICAO 2001, FAA 2009). Despite these problems, airports have been proposed as candidates for biodiversity conservation (Kelly & Allan 2006, Blackwell et al. 2009). For example, Kutschbach- Brohl et al. (2010) report that airport grasslands can provide habitat for a range of arthropod communities (e.g. Lepidoptera), and suggest the possibility of conserving these communities while minimizing provision of prey resources to birds recognized as hazardous to aviation. Moreover, declines in grassland bird populations in Europe and North America due to agricultural intensification and development have focused attention on enhancing quality and quantity of remnant grasslands (Herkert 1994, Vickery et al. 2004), including airport grasslands. In North America, airport properties have been identified as key areas of remnant grasslands important to obligate grassland bird species; species that both nest and forage in grasslands (Vickery et al. 1994, Askins et al. 2007). Airport properties in the contiguous USA include \u3e 330 000 ha of grassland, mostly annually mown areas, constituting 39–50% of airport property (DeVault et al. 2012). However, there is little research specific to airport environments that considers food resources for birds (Bernhardt et al. 2010, Kutschbach-Brohl et al. 2010), how birds perceive and react to predation risk (Baker & Brooks 1981) or disturbance (Kershner & Bollinger 1996), and no adequate assessment of how grassland management might affect strike risk (Blackwell et al. 2009, Martin et al. 2011). In this context, we contend that promoting conservation of obligate grassland birds and managing to reduce bird hazards to aviation safety combines two potentially conflicting objectives in a single management framework. Ecologically based guidance to solve this potential conflict is limited, if not oversimplified. Here, we question the potential use of airports to conserve grassland birds, and assess the challenges in managing airport grasslands in light of current ecological and behavioral frameworks. We consider conditions for conservation of obligate grassland birds on airports, and evidence on the use of airports by frequently struck, grassland birds (both obligate and facultative). We also provide a framework to manage grassland birds at airports, given current information and uncertainty. Because of the availability of strike data via the FAA, our focus is on North America. However, problems associated with bird use of airport grasslands are international (ICAO 2001). Therefore, our ultimate purpose is better to inform current management, but also identify research gaps and establish specific predictions that will guide future studies on the ecological basis of use of airport grasslands by birds

Network Structure of Vertebrate Scavenger Assemblages at the Global Scale: Drivers and Ecosystem Functioning Implications

The organization of ecological assemblages has important implications for ecosystem functioning, but little is known about how scavenger communities organize at the global scale. Here, we test four hypotheses on the factors affecting the network structure of terrestrial vertebrate scavenger assemblages and its implications on ecosystem functioning. We expect scavenger assemblages to be more nested (i.e. structured): 1) in species‐rich and productive regions, as nestedness has been linked to high competition for carrion resources, and 2) regions with low human impact, because the most efficient carrion consumers that promote nestedness are large vertebrate scavengers, which are especially sensitive to human persecution. 3) We also expect climatic conditions to affect assemblage structure, because some scavenger assemblages have been shown to be more nested in colder months. Finally, 4) we expect more organized assemblages to be more efficient in the consumption of the resource. We first analyzed the relationship between the nestedness of the scavenger assemblages and climatic variables (i.e. temperature, precipitation, temperature variability and precipitation variability), ecosystem productivity and biomass (i.e. NDVI) and degree of human impact (i.e. human footprint) using 53 study sites in 22 countries across five continents. Then, we related structure (i.e. nestedness) with its function (i.e. carrion consumption rate). We found a more nested structure for scavenger assemblages in regions with higher NDVI values and lower human footprint. Moreover, more organized assemblages were more efficient in the consumption of carrion. However, our results did not support the prediction that the structure of the scavenger assemblages is directly related to climate. Our findings suggest that the nested structure of vertebrate scavenger assemblages affects its functionality and is driven by anthropogenic disturbance and ecosystem productivity worldwide. Disarray of scavenger assemblage structure by anthropogenic disturbance may lead to decreases in functionality of the terrestrial ecosystems via loss of key species and trophic facilitation processes