Doc 9137 P3 Bird Control

I C A O 9137 P A R T * 3 ** 48414Lb 0028250 T O 2

DOC 9137-ANI898 Part 3

AIRPORT SERVICES MANUAL

PART 3

BIRD CONTROL AND REDUCTION

THIRD EDITION - 1991

Approved by the Secretary General and published under his authority

INTERNATIONAL CIVIL AVIATION ORGANIZATION

Copyright International Civil Aviation Organization Provided by IHS under license with ICAO

Not for ResaleNo reproduction or networking permitted without license from IHS

--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 PARTS3 ** 484L4Lb 002825L 949

Published in separate English, French, Russian and Spanish editions by the International Civil Aviation Organization. AN correspondence, except orders and subscriptions, should be addressed to the Secretary General.

Orders for this publication should be sent to one of the following addresses, together with the appropriate remittance (by bank draft or post office money order) in U.S. dollars or the currency of the country in which the order is placed.

Document Sales Unit International Civil Aviation Organization loo0 Sherbrooke Street West, Suite 400 Montreal, Quebec Canada H3A 2R2

Egypt. ICAO Representative, Middle East Office, 9 Shagaret El Dorr Street,

France. ReprQentant de IOACI, Bureau Europe, 3 bis,villa Emile-Bergerat,

India. Oxford Book and Stationery Co., Scindia House, New Delhi

Japan. Japan Civil Aviation Promotion Foundation, 15-12, I-chome, Toranomon,

Kenya. ICAO Representative, Eastern and Southern African Office, United Nations

Mexico. Representante de la OACI, Oficina Norteamtrica, Centroamerica y Caribe,

Peru. Representante de la OACI, Oficina Sudamerica. Apartado 4127, Lima 100. Senegal. ReprCsentant de IOACI, Bureau Afrique occidentale et centrale,

Spain. Pilots, Suministros Aeroniuticos, S.A., C/Ulises, 5-Oficina Ndm. 2, 28043 Madrid. Thailand. ICAO Representative, Asia and Pacific Office, P.O. Box 614, Bangkok. United Kingdom. Civil Aviation Authority, Printing and Publications Services,

Zamalek 1 121 1, Cairo.

92522 Neuilly-sur-Seine (Cedex).

or 17 Park Street, Calcutta.

Minato-Ku, Tokyo.

Accommodation, P.O. Box 46294, Nairobi.

Apartado postal 5-377, C.P. 11590, Mexico 5, D.F.

Boite postale 2356, Dakar.

Greville House, 37 Gratton Road, Cheitenham, Glos., GLSO 2BN.

The Catalogue of ICAO Publications

Issued annually, the Catalogue lists all publications currently available.

Monthly supplements announce new publications, amendments, supplements, reprints, etc.

Available free from the Document Sales Unit, E A 0



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 PART*3 ** 4843436 0028252 885

Airport Services Manual

(DOC 9137-AN/898)

Part 3 Bird Control and Reduction

Third Edition - 1991



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 PARTS3 ** m 48434Lb 0028253 713 W

AMENDMENTS

The issue of amendments is announced in the rCA0 Journal and in the monthly supplements to the Catalogue of ZCAO Publications, which holders of this publication should consult. These amendments are available free upon request.

(ii)



--`,,```,,,,````-`-`,,`,,`,`,,`---

Foreword

According to the provisions of Annex 14 there is a need for States to &opt measures, as necessary, for discouraging the presence on, or in the vicinity of, an airport of birds constituting a hazard to aircraft operations. The purpose of this manual is to provide assistance to States in ensuring that adequate measures are taken to overcome potential bird hazards.

This document is written on the assumption that birds are a serious hazard to aircraft, and it attempts to outline what can and should be done to overcome this hazard. It is not the purpose of this document to discuss the relative importance of various hazards.

The prime purpose of this manual is to provide airport personnel with the information necessary to develop and implement an effective bird control organization for their airport. As the risk of bird strikes is different at each site, the management will also be different. The seriousness of a bird hazard problem is affected by geographic location, attractiveness of the site to birds, and air traffic density. This manual outlines alternative organizational structures that will effectively deal with the problem of bird control. A brief history describes the evolution of the problem and some examples of significant bird strikes.

The intention of this manual is to stress the importance of good organization and planning in the creation of a successful bird control programme. The manual is not intended to be a report on dispersal techniques.

Wildlife programmes on airport environments include bird and mammal control. This manual deals strictIy with bird control for the purpose of reducing the hazard of bird strikes. Airport authorities are encouraged to incIude both

birds and mammals in their airport wildlife control programme.

The manual includes material dealing with the reasons why birds occur at an airport, the organization and composition of a nationaI committee to combat potential bird hazards to aircraft operations, and the modifications to be carried out at an airport to remove the features which attract birds.

A significant portion of this manual was prepared for ICAO by Transport Canada. A list of selected publications containing material relevant to the subject of bird control and reduction at or in the vicinity of an airport is included at the end of the document.

It may be noticed that there are frequent references to the word committee. In writing a document that is intended for use in many States, it will be obvious that with the variation in organization of the airport authorities, flight control, etc., in the different States, it is impossible to use a generic term for the advisory group which will correspond exactly with every type of organization. Reference is made later to a recommended organization of the committee and, for convenience, the term is used throughout the document to designate (singly or collectiveIy) who is to take certain action.

It is intended that the manual be kept up to date. Future editions will most likely be improved on the basis of experience gained and of comments and suggestions received from users of this manuaI. Therefore, readers are invited to give their views, comments and suggestions on this edition. These should be directed to the Secretary General of ICAO.

(iig



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 P A R T * 3 ** m 4B43436 0028255 594 m

Table of Contents

Page

Chapter 1 . General ........................... 1.1 History ..............................

Chapter 2 . Organization of a National Committee ...................................

Chapter 3 . Roles and Responsibilities of a Control Programme ...........................

3.1 General .............................. 3.2 The role of headquarters ............... 3.3 Role of the regional office ............. 3.4 Role of the airport manager ............ 3.5 Role of the wildlife co-ordinator and the

airport wildlife control committee ....... 3.6 The importance of reporting ............

Chapter 4 . How to Organize an Airport Bird Strike Control Programme .....................

Chapter 5 . Aircraft Operators ................. Chapter 6 . Classification of Birds as a Potential Hazard ......................................

1

1

2

3

3 3 3 3

3 4

7

8

9

Chapter 7 . Environment Management and Site Modification ..................................

Chapter 8 . Dispersal Methods .................

8.1 General .............................. 8.2 Auditory deterrents .................... 8.3 Visual deterrents ...................... 8.4 Barriers .............................. 8.5 Lethal chemicals ...................... 8.6 Repellent chemicals .................... 8.7 Third-party chemicals .................. 8.8 Traps ................................ 8.9 Miscellaneous techniques ...............

Chapter 9 . Staffing Airport Bird Control Programmes ..................................

Chapter 10 . Incompatible Land Use Around Airports ......................................

Chapter 11 . Evaluating the Wildlife Control Programme ...................................

Appendix . References ........................

Page

10

12

12 12 12 13 13 13 13 14 14

15

16

17

19



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9137 P A R T * 3 ** W 4843416 0028256 920 W

Chapter 1

General

1.1 HISTORY

1.1.1 Birds have been a potential hazard to aircraft since the beginning of air travel. Bird strikes were a minor risk in the early days as there were few aircraft in the sky travelling at reIatively low speeds. Damage to aircraft was, therefore, limited to shattered windshieIds, dented leading edges, and some damage to the fuselage. The cost of repairs was small and aircraft operators and airport authorities accepted bird strikes as a normal hazard of flying.

. 1.1.2 In time, the speed of aircraft increased and engine noise levels dropped with the development of newer generation turbine engines. Aircraft simply became too quick and too quiet for birds to sense and avoid. Birds inadvertently became a serious threat to aircraft safety as strikes became more frequent and more serious.

1.1.3 In one incident, for example, a Boeing-747 on take-off developed a violent vibration in the number two engine. The compressor stalled and the engine shut down. The aircraft, with 270 passengers aboard, made a smooth landing at a nearby airport. The carcass of a Glaucous- winged gull (Larus glaucescem) was found on the runway at the latter airport. Also found were several pieces of metal. Upon inspection of the departure airport, gulL-type remains were found along with an extensively damaged engine and wing parts. Damage was estimated at U.S.$1.4 million. The examination of the bird remains, through the use of electropherosis identification, con- firmed that it was a Glaucous-winged gulk.

1.1.4 Damage to aircraft inflicted by a bird strike is usually minor; however, some strikes can cause aborted take-offs and precautionary landings and can result in a crash. For instance, in one case a Herring gull (Larus argentafus) was ingested by an engine on a Boeing-737. The affected engine lost power at which point the pilot decided to abort the take-off. The pilot applied the brakes at the last minute and tried to stop the aircraft. As a result, the aircraft skidded off the runway and sank to a halt in a swampy area. Fifty-eight passengers were evacuated. The

costs of lifting the aircraft out of the mud and getting it back into service were estimated at over U.S.$f .5 million.

1.1.5 Thecosts of down-time for inspection and repair of aircraft following biid damage, or suspected bird damage, aborted flights, rescheduling of aircraft passengers and air cargo, transfer of passengers to alternative means of transport, overnight accommodation at the expense of the aircraft operator and the deIeterious effects on schedules of connecting flights can often be very significant and damaging to airline operating budgets and public goodwill.

1.1.6 The ICAO Bird Strike Information System (IBIS) provides anaIyses of bird strike reports received from States. An analysis of over 35 OOO bird strikes contained in IBIS reveals the following:

- the total number of significant bird strikes (occurrence resulting in substantial damage to aircraft, precautionary landing or aborted take-off, etc.) reported was 1 924 (or 5 per cent of the strikes);

- 69 per cent of the strikes occur during daylight hours; while 15 per cent occur during night time with the remainder occurring at dawn and dusk;

- 65 per cent of the strikes involve a turbo fan (over 27 OOO kg) aircraft classification;

- 29 per cent of the strikes occur during approach while a further 25 per cent occur during the take-off run phase;

- 51 per cent of strikes occur below 1 0 0 ft; and

- In 92 per cent of the strikes the pilots were not warned of bird activity.

1.1.7 . The analysis of bird strike data can reveal trends which will help airport authorities recognize areas of concern which should be addressed through a well managed bird control programme. The bird strike statistics can also be analysed to determine those times of year or day when bird control is needed the most.



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 P A R T * 3 ** 484143b 0028257 367

Chapter 2

Organization of a National Committee

2.1 As with any problem, a thorough analysis must occur before a solution can be obtained. Depending upon the extent of the bird strike problem within a State, a national committee can serve as a focal point to deal with analysis of the problem, airport inspections, airport and aircraft operator interface, and research and development. This has become a popular method to gain information and solicit the participation of both airports and the aviation community in many States. Although the composition of the national committee in each State will vary, it should include all the agencies associated or interested in the problem. It should be noted that national committees may have very little authority in decision-making, A national committee simply acts as an information source and exchange for those in the aviation community.

2.2 A national committee should include the Depart- ments of Transport and Defence, major aircraft operators and airports, pilots associations and engine manufac- turers. Departments of the Environment and Agriculture may be advisors of the committee from time to time. The status of the participants should depend on the situation and the needs of the State.

2.3 In the creation of a committee, the first aim shouId be to deal with the more obvious hazardous conditions which prevail at each airport taking into account the local climatological situation, the density of air traffic, type of aircraft normally using the airport and an analysis of bird strikes made over a period of time. This may be done on the basis of current knowledge. Fundamental ecological studies and research will have to be carried out with

committee members helping directly with a project. These members will most likely be part of a government department dealing with the bird hazard problem. Since bird strikes present a persistent problem, studies must continually take place to reduce the hazard. Often this research may involve the review of current practices or new initiatives for incorporation into airport bird control programmes.

2.4 Since the activities of the committee may vary depending upon the resources available, some may be more successful than others. However, no matter what the resources available, a well thought out mandate and guide- Iines will ease the development and implementation of a national bird control policy. Once the mandate is devised, the committee should meet at regular intervals, quarterly or semi-annually, to keep apprised of new developments or serious issues and review the need for updating of policy.

2.5 Regional and international committees, such as Bird Strike Committee Europe (BSCE) and ICAO regional workshops on bird hazard reduction, provide an oppor- tunity for States to gain knowledge and experience in implementing effective bird control programmes. Infor- mation on practices of States on bird control programmes is contained in the Green Booklet developed by BSCE.

2.6 National guidelines or regulations should be issued as a basis for the committee as well as for orientation of airport authorities, aircraft operators and other institutions, and also for developing special research and bird control programmes.

2



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9L37 PART*3 ** 48414Lb 0028258 2T3

Chapter 3

Roles and Responsibilities of a Control Programme

3.1 GENERAL

3.1.1 A good organizational structure can make dealing with bird strike hazards much simpler. It also makes policy implementation much easier. Effective wildlife control policies and programmes should be centrally administered by the national authority responsible for airports.

3.2 THE ROLE OF HEADQUARTERS

3.2.1 The national authority responsible for airport operations should develop policies, standards and guidelines in consultation with corresponding regional authorities and the national bird strike committee.

3.2.2 All birds on the airport and in its vicinity are a threat to aircraft safety, but it is difficult to remove all birds from airports. The bird population can be reduced by biological and biotechnical provisions, especially by habitat management on the airport and in its vicinity. The development of such environmental programmes should be set at a national level, with site visits included in the responsibilities of headquarters to ensure that sites conform to the various national policies. Along with policy direction, headquarters should set up the national bird strike committee and be responsible for the development and implementation of training programmes for bird control.

3.3 ROLE OF THE REGIONAL OFFICE

3.3.1 Depending on the administrative situation in the State, each regional office should act as an intermediary between headquarters and airport personnel. Weaknesses in a bird control programme may then be noted and improved upon. Maintaining contact between the responsible government department and the committees at the sites is important for fostering co-operation in the implementation of a local management plan.

3.3.2 Long term activities such as building modifications, drainage and changes to vegetation will have to be planned and budgeted for as part of the planning process at the site. Recommendations for the development and implementation of control activities are identified at the site with assistance from the regional office.

3.3.3 The regional offices can help direct airport resources where they are needed and the effectiveness of bird control activities can be measured. The continued operation of the wildlife control/environmental authorities co-ordinator, reporting procedures, and the wildlife control/environmental authorities committee will ensure that problems are identified and corrected.

3.4 ROLE OF THE AIRPORT MANAGER

3.4.1 Because of the importance of bird control, each airport manager is given the responsibility to take any action deemed necessary to implement this policy and minimize the bird strike rate at the airport. This includes the development and implementation of an airport wildlife control programme.

3.4.2 Each airport is to implement a programme tailored to conditions on the site, with assistance from headquarters, regional offices, or other outside agencies. The airport manager should appoint an airport wildlife co- ordinator, bird hazard control officer and a wildlife control committee (bird hazard control co-ordinating committee) which will develop and implement the specific programme.

3.5 ROLE OF THE WILDLIFE CO-ORDINATOR AND THE AIRPORT WILDLIFE

CONTROL CO-EE

3.5.1 The wildlife control committee is to include those offices involved in bird control or airport planning and operators that may affect bird control. This may

3



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 P A R T * 3 ** 464343b 0026259 13T

4. Airport Services Manual

indude- airport maintenance, air traffic services, flight services, rescue and fire fighting services, security, duty managers, marketing, planning, finance, etc. The committee must -review strike reports an& daily activity records to determine effective control measures.

3.5.2 The airport wildlife co-ordinafor should establish theresponsibiEities of thevarious officesinvolved.

.= ;The officers respansibilities. must permit the time required to co-ordinate end be invdved in bird control and reporting, The bird hazard co-ordinator at the site must review strike reports, dairy activity records and maintenance reports to determine the requirement for short or tong term control programmes. Proper cost-effective control measures need proper reporting.

3.6 THE EMPORTANCE OF REPORTING

3.6.1 A good bird control programme depends upon good reporting. It is the basis of any bird control programme. Data may come from bird sightings, maintenance problems, strikes, and bir& control activities. Reporting must also involve pilots and aircraft operators as well as those at the site. Review of this data identifies problems at the site and may indicate the effectiveness of current bird cvntrols. The report of near-misses is important as we11 since it can represent a situation as serious as an actual strike. The report of a near-miss indicates the presence of birds in the area of operating aircraft. The concern that States have should not be whether a strike occurred, but rather that birds are near operating. aircraft.

3.6.2 Determination of the reporting procedure should be co-ordinated by one office so that there is proper

review. This procedure should be familiar to all airport personn21; All reports should be directed to the wildlife control co-ordinator who forwards them to the regional office or Headquarters.

3.6.3 Good reporting at the site reduces the airports Iiability in the event of an aircraft accident resulting from a significant bird strike. Proper reporting indicates that a bird contr6l programme is in place and that airport management takes action to reduce the number of bird strikes at the site (see also Chapter 6).

3.6.4 Although reporting of bird strikes is done at a national levet, effective results are also achieved through an international programme. An international programme permits comparison of strike rates in different areas and also provides for information on a strike incurred by an aircraft operator operating in a foreign State to be returned to that State. For this purpose, ICAO has organized the ICAO Bird Strike Information System (IBIS). This system consists of the report forms shown in Figures 3-1 and 3-2, computer storage of strike reports and analysis of strike data.

3.6.5 States are requested to report all bird strikes to aircraft, using the forms in Figures 3-1 and 3-2. To implement a reporting system an office in the national administration should be charged with the responsibility of distributing strike report forms, collecting completed forms and forwarding them to ICAO. The report form has been designed for reproduction by States, but it should be noted that the addresses to which the form is to be returned in each State, as well as the State address to which bird remains should be sent, need to be shown. A complete description of IBIS wilI be found in the Manua! on the ICAO Bird Strike Information System (ZBIS) (Doc 9332).



--`,,```,,,,````-`-`,,`,,`,`,,`---

Part 3. Bird Control and Reduction Chapter 3. Roles and Responsibilities of a Control Programme 5

Send to:

Operator .............................. o m 2 Aircraft MakelModel .................... o m Engine MakelModel ..................... oyoe Aircraft Registration .................... 07 Date day .... month .... year .... 08 Local time.. ........................... rn

dawn OA day UB dusk U c night OD .... 10

Aerodrome Name.. ..................... 11m Runway Used .......................... 13 Location if En Route.. .................. 14 Height AGL ............ f f 15 Speed (IAS) ............ kt 16 Phase of Flight 17

parked OA en route OE taxi OB descent OF

take-off run Oc approach OG climb OD landing roll OH

Part@) of Aircraft

radome windshield

nose (excluding above) engine no. 1

2 3 4

propeller wingkotor

fuselage landing gear

tail lights

other (specify)

Struck Damaged 0 18 0 19 0 o m (7 0 21 0 022 0 0 23 0 0 24 0 0 2 5 0 026 0

028 0 029 0 , 030 0

0 27

31. 0

Effect on Flight none 0s

aborted take-off 033 precautionary landing 0%

engines shut down 0s other (specify) 0%

Sky Condition 37 no cloud OA

some cloud OB overcast Oc

Precipitation fog 038

rain Om snow O m

Bird Species' ......... 41 Number of Birds

Seen42 Strucku 1 @ A O A

2-10 E6 0 6 11-100 oc O C more OD O D

Size of Bird44 small O s

medium OM large OL

Pilot Warned of Birds45 yes OY no Ox

Remarks (describe damage, injuries and 46147 other pertinent information)

.............................................

.............................................

.............................................

.............................................

Reported by .................................. 'Send all bird remains including feather fragments to: (Optional)'

THIS INFORMATION IS REQUIRED FOR AVIATION SAFETY

I Sample Form 1 e FiguFe 3-1. Bird strike reporting form



--`,,```,,,,````-`-`,,`,,`,`,,`---

?ICAO 9337 PART83 ** m 484143b 00282b3 898 m

6 Airport Services Manual

A. BASIC DATA

Operator ...................................................................... 01/02 Aircraft MakelModel ........................................................... 03104 Engine MakelModel ............................................................ 0 5 1 0 6 Aircraft Registration.. ......................................................... 07 Date of strike day ............ month . . . . . . . . , , . . y e a r . . . . . . . . . . . . 08 Aerodrome/Location if known.. ............................ : .................... 11/12H4

B. COST INFORMATION

Aircraft time. out of service .............................................. hours 52 Estimated cost of repairs or replacement US.$ (in thousands). .................. 53 Estimated other costs

(e.g. loss of revenue, fuel, hotels) U S . $ (in thousands). .................. 54

C. SPECIAL INFORMATION ON ENGINE DAMAGE STRIKES

Engine position number 1 2 3 4

Reason for failurelshutdown

uncontained failure

fire

shutdown - vibration shutdown - temperature shutdown - fire warning

shutdown - other (specify) ..........................

shutdown - unknown 0 2

56

OA

O B

oc 0 0

OE

OY

0 2 o z

58

O A

OB

o c

0 0

D E

O Y

0 2

Estimated percentage of thrust loss' - 59 -60 - 81

Estimated number of birds ingested -63 - 64 - 65

- 62

-66

Bird species ...................................................................... 41 These may be difficult to determine but even estimates are useful.

Send all bird remains including feather fragments to:

Reported by ...................... Sample Form 2

Figure 3-2. Supplementary bird strike reporting form



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 PART*3 ** 4843YLb 0028262 72Y

Chapter 4

How to Organize an Airport Bird Strike Control Programme

4.1 An integrated approach is necessary for a successful bird control programme. The airport ground staff who operate the programme (at most airports) should ensure that all parties involved in airport use are informed of operations. The concern for bird control should be made aware to those in air traffic control (ATC), airport maintenance, planning, finance, marketing, as well as aircraft operators.

4.2 Often ATC personnel will be responsible for requesting that ground staff clear certain areas of the airport of birds, ATC must be kept up to date on the control initiatives in place. All field personnel must be aware of the control programme and the techniques in use. These people should be in contact with ATC so that if there is a problem on the field, they can tell ATC about it and take appropriate action.

4.3 Those responsible for project planning and budgeting at the airport must realize the importance and seriousness of the bird strike hazard. Planned projects must be carefuly reviewed to ensure that they are not attractive to birds during and after construction. The determination of crop types as well as the practice of grassland use by mowing or cutting is important for projects involving agricultural leases of airport lands. Crops and land uses attractive -to birds should not be approved.

4.4 Financial personnel and project planners will, no doubt, find problems in assessing costs and finding funds for specific projects. Balancing of expenditures with the

need for improved airport facilities can be a problem. This can cause delays in the implementation of important wildlife control recommendations. It will soon become evident that while some of the recommendations can occur very readily without additional funds or equipment, others will require major modifications. It is therefore important that planning personnel be informed regularly of the requirements for projects to reduce the attractiveness of the airport to birds; and to stay abreast of work needed and changing conditions.

4.5 Finally, the aircraft operators should be informed . of airport policy and operations regarding birds and mammals. Aircraft operators may be able to offer their expertise and to advise field personnel in control matters. Pilots should use landing lights on take-off and approach as this may help to lower the risk of a bird strike. The aircraft operators should stress the importance of notifying ATC of all bird strikes or near-misses. The aircraft operators should also report all bird strikes through the ICAO bird strike reporting programme.

4.6 In summary, a very integrated approach should evolve and develop to control birds at airports. Field and ATC personnel must communicate to ensure proper control. Planning and financial personnel at sites should ensure that planned projects do not attract birds and compound the problem. The allocation of monies for bird control should be a regular operating cost and procedure. Finally, aircraft operators using the airport facilities should be aware of control procedures and should-agree to assist.

7



--`,,```,,,,````-`-`,,`,,`,`,,`---

._

5.1 Differ

ICAO 933'7 PART*3 ** W 4841436 0028263 660

Chapter 5

Aircraft Operators

'ent aircraft can be more at risk to bird strikes. As aircraft fly faster and more quietly, bird strikes become more of a problem. New generation aircraft-with high by-pass engines seem more susceptibIe to damage.

5.2 It is the responsibility of the aircraft operators to participate in the national wildlife control programmes since it is the aircraft and the travelling public that the airport authorities are protecting. Through the operating of wildlife control programmes, airport authorities are assisting in making air travel safer.

5.3 The majority of bird strikes reported to ICAO are strikes to an airline-operated aircraft and, in some states,

these airline strikes account for 90 per cent of all bird strikes. Airports however should not overlook the effect that bird strikes may have on the general aviation community as wen since at some airports these represent the majority of the aireraft movements.

5-4 In some cases, it is believedthat an absence of bird strike reports is not due to strikes not occurring but is because fixed base aircraft operators, and the- general aviation community, are faiIing to report them. Efforts to increase the involvement of the aircraft operators in bird strike reporting praggrammes wilI help increase reported strikes.

8



--`,,```,,,,````-`-`,,`,,`,`,,`---

Chapter 6

as a Potential Hazard

6.1 It is difficult to establish whether a species of bird is a hazard to aircraft. The way to do this is to count the number of a certain species which is present and prevalent. The number of birds which pass over the site during migration is also a factor as well as bird populations and their movements in the area of the airport itself and in its vicinity. Bird species inhabiting the open landscape are a greater hazard to aircraft than species living mostly in woodland areas.

6.2 Any bird, even a small one, has the potential to cause major damage to an aircraft. The larger the bird, the greater the damage is expected to be from a single strike. There is also a greater likelihood of a strike if there is a great number of birds of the same species. Birds that fly at high dtitudes are still a threat since their paint of arrivaI or departure may be near the airport site. Therefore, birds which represent a great threat t o aircraft are Iarge birds and flocking birds, while large, flocking bird species are the greatest threat.

6.3 While it is difficult to drive all birds. from an airport at all times, every reasonable effort ta do so is crucial. Any bird is a potential hazard. This is especially true as bird numbers and bird size increase and as the faster

and quieter new generation turbine-engine aircraft become more numerous. Airport personnel and committee members must examine bird strike records so that the determination of the high risk species at the site is possible.

6.4 The collection of all available statistics for the site is important, including bird strike reports, type of aircraft, and number of aircraft movements. By analysing this data, the determination of the bird species most hazardous will occur. The reporting of bird strikes and the preparation of a summary of the reports must occur as well.

6.5 In a large portion of bird strike reports, there is no mention of the species. This is often because no remains are found for ldentification. If a strike has occurred, the pilot can usualIy give some idea of the size of the bud involved be it smalI (sparrow), medium (gull), or large (goose). This information can assist in identifying the hazard. Identifi- cation of birds by an ornithologist is possible from even quite small specimens of feather. Universities and museums can usually assist in the identification of birds from the remains. It is therefore important for pilots, airport ground staff, aircraft maintenance staff, etc. to ensure that any remains, including feathers, are properIy identified.

9



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 P A R T * 3 ** 4843436 0028265 433

Chapter 7

Environment Management and Site Modification -

7.1 Birds occur on airport property for a variety of reasons; however, they are usually attracted by such essentials to life as food, water and shelter, often to be found on or in the vicinity of an airport.

7.2 Modifications to the airport environment can remove or limit the attractiveness of an airport to birds, thus eliminating a large part of the hazard. Environment management is integral to bird control as it offers effective, long-term measures for reducing the numbers of birds that will come to an airport. If direct action against birds is necessary it is usually because environment management has not yet been fully implemented or further measures are not cost effective.

7.3 Before undertaking an actual programme of environment managkment, it is important to first carry out an ecological survey of the area so that the plan can deal with specific trouble areas. These areas will be directly related to the problem bird species at the site. Good reporting programmes can provide the basis for an ecological survey. From this, prioritization of activities or projects within the plan may then occur. There are many bird attractants that an environment management plan may control.

Food

7.4 It is difficult to remove all food sources for birds on airports. As grass is the common vegetation on an airport, grassland management has an important influence on food available to birds. All agricultural measures like mowing or hay making attract birds because of the disturbance of soil animals.

7.5 Birds may enter airport lands in order to feed on mice, moles, earthworms, insects and spiders as well as on berries, seeds or agricultural crops. These sources of food are very attractive to a variety of birds. Chemicals may be used on airport lands to reduce the foods available to birds.

7.6 Agriculture. Airport land that is not used for airport operations is often leased for agricultural

production. This is done to generate revenue and minimize maintenance. However, because most agricultural crops, at some stage of their growth cycle, will attract birds, there is a need to understand which crops attract which bird species, when, and to what extent, Cultivation of airport lands will, no matter what the crop type, attract birds.

7.7 Chemical spraying should, as far as allowed by national laws, be carried out at suitable intervals keeping in mind the type of grassland, plant species, animals, hydrological situation, ground water and environmental conditions.

7.8 Refuse dumps. If a dump is in the vicinity of an airport, there may be a requirement to provide bird control at the dump site to reduce its attractiveness to birds. Whether or not a refuse dump attracts birds that are a potential threat to aircraft depends on the location of the dump in relation to the airport, the type of refuse, and the types of birds expected in the vicinity. Dumps which take only refuse such as building waste, with nothing to attract birds, will not be a hazard.

7.9 It is desirable to bring about national and local legislation which will establish firm procedures prohibiting the establishment of new dumps close to airports and provide for the closure of existing ones if this can be proved to be necessary. It is suggested that dump sites be no closer than 13 km from airport property. The proper siting of dumps can reduce any hazard they might create near airports. The opening of a dump even under strict control in the immediate vicinity of an airport can create a hazard and therefore its location should be carefully analysed by a group of specialists on bird problems.

7.10 Very few methods are available for preventing birds from feeding at refuse dumps. Scaring techniques are of only limited value, and it is impossible to bury refuse sufficientIy rapidIy to prevent birds gaining access to some of it. The only method likely to be acceptable is to cover the tipping area by wires or a bird-proof net.

10



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 PART*3 ** 4841416 0028266 37T Part 3. Bird Control and Reduction Chapter 7. Environment Management and Site Modification I 1

Water

7.11 Surface water is attractive to birds, and on airport property it should appear as little as possible. Pits or depressions filled with water should be drained and clogged waterways should be cleared. By covering necessary water bodies, such as lagoons, with wires or netting, birds are inhibited from landing.

7.12 Drainage ditches clog up with vegetation or eroded soil and the flow of water is impeded. Insect and aquatic life flourish in clogged ditches. Clearing the ditches at regular intervals is important. They should be graded so that the water will run off as rapidly as possible and help keep them clear. Grass and other vegetation should be cut on the sloping banks. Bank slopes of drainage ditches should permit mowing with conventional equipment to reduce cover. Where practicable, the situation can be improved by replacing ditches with buried drain pipes.

7.13 In the vicinity of airports, artificial and natural lakes increase the bird strike hazard depending on the size and the shape of the lake, its trophological state and the surroundings. In every case an ornithologist/biologist should evaluate the ecological conditions of the whole vicinity as well as migration in the area, possibly by special radarornithological studies. The bird strike hazard can be reduced if the lake is made smaller and the shores steeper, and if fishing, hunting and water sports are forbidden. Filling a lake with soil or covering the surface with wires and nets are two of the better solutions to the problem.

Shelter

7.14 Birds often seek shelter on airport property, usually in hangars and in nooks of other buildings. Birds also seek the open spaces on airport property for safety; this gives birds a clear view of their surroundings in all directions. Nesting will usually occur about the buildings on the airport, and it may also occur in shrubbery or forested areas or on the ground.

7.15 Vegetation. Trees provide food, protection, and nesting sites for birds and serve as look-out perches for predatory birds. Trees should be cut back to at least 150 m from the runway or taxiway centre line. The prevalent species of tree or type of forest determine what kinds of birds will be attracted to an area. Woodland areas, for instance, attract few birds of the open landscape. Planting trees, shrubs and hedgerows may, therefore, reduce the bird strike hazard. It is important, however, to choose pIant species that do not provide seeds or berries that attract birds or that provide ample shelter, roosting and nesting sites. It may be necessary to check with an expert for the ones best suited to the task. In every case the ecology of the area must be taken into account.

7.16 Ground cover. Some form of grass is commonly used as ground cover at most airports and there has been discussion regarding the height at which the grass should be cut. The height will vary depending upon which type of bird is a problem. Most birds dangerous to aircraft prefer short grass; there is onIy a small percentage of bird species which prefer long grass, e.g. partridges, pheasants and some small birds with low weights.

7.17 It is recommended that grass be maintained at a height of 20 cm or more. Gull-type birds often rest on short grass where they can see danger approaching; they also forage for food in short grass. By allowing grass to grow to a height of 20 cm or more, birds do not have good visibility and feeding is hindered. The only difference between the long and short grass technique is the way it is cut.

7.18 It is possible to use special seed mixtures when planting new grassland areas. Such mixtures can limit the grass length to medium heights and the frequency of mowings can be reduced.

7.19 The application of organic and inorganic fertilizers as well as compost materials should be reduced to the minimum so as to decelerate the growth of the grass and reduce the frequency of mowings required.



--`,,```,,,,````-`-`,,`,,`,`,,`---

I C A O 9337 P A R T r 3 *d m 484143b 0028267 206 m

Chapter 8

Dispersal Methods

8.1 GENERAL

8.1.1 After environmental modifications of the site are complete, the dispersal of birds from the airport may still be necessary. There are various dispersal methods with varying levels of success. Depending upon the situation at a particular site, many methods may Raue to be used once one loses its effectiveness. In mast cases it is effective to use a combination of more than one method and by varying the approach used and the combination of scare techniq.ues, effectiveness can be increased. Continual harassment has been found to greatly reduce the bird population on airports.

8.1.2 Once a method has been chosen, it is necessary to note the response of the birds to dispersal. The success of the method is known immediately. Scare tactics can include pyrotechnic devices, gas cannons, light and sound, chemicals, trapping and falconry.

8.2 AUDITORY DETERRENTS

8.2.1 Auditory deterrents include:

gas cannons;

pyrotechnics;

distress calls;

alarm calls; and

calls of predators.

8.2.2 The above auditory deterrents include both natural and man-made sounds used to disperse birds. Natural sounds that may be useful in dispersing birds include calls given by birds when they are alarmed. or in distress, and calls of predators. Man-made sounds may include gunfire sounds produced by gas cannons or shell crackers, and abstract sounds produced electronically. It is

important to develop well devised strategies before using scaring devices to avoid having panic stricken birds fly into aircraft &ring landing or take-off operations,

8.2.3 Although auditory deterrents are extensively used to disperse birds Erom airports, and can be effective, habituation is a problem.. Habituation is the Eeduction of responsiveness to loud noises that occurs when birds learn that there is. no danger. Birds are less likely to; habituate to natural sounds. that have meanhg to- them-, such as calk of a flockmatc in. distress or calls of it predator, however, habituation will occur even tcr thesesounds- To reduce this probrem,. the change in rocation of'the sound source must be frequent ,, and. the- killhg: of bids. must occur to convince the others that the sound. redly. is dangerous, Auditory deterrents are more effective against occasionar visitors OL transient Girds. than; against resident bids..

8.3 VISUAL DETERRENTS

8..3.1 Visual. deterrents include:

a) scarecrows;

b) flags and streamers;.

c) lights;

d) predator models;

e) hawk kites; and

f) gull models.

8.3.2 The effectiveness of visual deterrents has been assessed primarily in terms of reduction of damage to crops; however, the techniques may also work in an airport environment. Habituation is a problem with visual deterrents as well as with the auditory deterrents.

8.3.3 Transient birds are more likely to be scared by visual deterrents since the chance to habituate to these

12



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 PART*3 ** 484343h 0028268 342 Part 3. Bird Control and Reduction Chxpter d D f s p r d Methods 13

tactics does not arise. The probkm remains with-resident birds that are attracted to the airport by its permanent features. A combination of visual and auditory deterrents (usually expIoders) sometimes has increased effectiveness.

8.4 BARRIERS

g.6 REPELLENT CHEMICALS

8.6.1 Chemicals may also be used to repel birds at some airports. The success of application is controversial and dubious. Tn some States these repellents are forbidden by law. Most often, chemicals are used to foul an area that a specks d bird fiids most attractive. By spraying the area with certain chemicals, birds wilt stay away; however, certain chemicals may only be successful on certain bird species. Once again, it is important to ensure that the use of any chemical repellents be safe to the environment and to non-target species, and not pollute runoff or nearby watersheds. There are two types of repellent chemicals, i.e. tactile and behavioural.

8.4.1 Airports provide the necessities of life - food, water, and shelter - for many wildlife species. If a species cannot gain access to these necessities, they will be Iess likely to be a problem on airport property. Use of physical barriers to prevent access can be a permanent solution to a wildlife problem.

8.6.2 Tactile repellents 8.4.2 Physical barriers that are useful against birds

include several devices that prevent birds from roosting or nesting in or on buildings and ledges. Netting, for example, can prevent birds from nesting on buiIdings and may also prevent birds from feeding on crops on airport agricultural leases. Barrier systems work by deterring birds from landing rather than physically excluding them. This system consists of a grid of fine wires stretched above the surface of the feature, such as a ledge or a food or water source, that is attracting birds.. Buildings and other structures designed to prech.de the existence of convenient nesting or roosting places for birds, or using plastic or metal surface materials that pxeuent nesting are other examples of the use of barrier methds.

8.6.2.1 There are several kinds of chemical repellents that may be useful in bird control on airports, The most common type for birds are tactile repellents which are sticky substances that deter birds from roosting on ledges and other flat surfaces. Although application of the repellent is fairly labour intensive, the treatment is effective for up to one year.

8.6.2.2 The most common commercial tactile repellents are:.

a) Tacky-Toes Bird Repellent Pasfe;

b) Bird Tanglefoot; and

c) Shoo Bird Repelrent Paste.

8.5 LETHAL CHEMICALS 8.6.3 Behavioural repellents

8.5.1 Chemicals to kilI birds fall into three categories: (1) acute toxicants which kill shortly after ingestion of a single lethal dose, (2) anticoagulants and decalcifers which usually require ingestion of several doses over a period of days, and (3) fumigants which suffocate burrowing animals and can also kill birds in confined areas. .

8.6.3.1 These repellents can cause visible symptoms of stress in birds. Unaffected members of the flock are fri'ghtened by the behaviour of the affected individuals and disperse. The chemical must be placed in bait and eaten by the birds. Avitrol is the most common behavioural repellent.

8.5.2 The most common methods to poison birds include:

a) poison perches; and

b) bait stations.

8.5.3 It is to be noted that poisoning of birds is forbidden in some States, with the exception of the calamitious occurrence of pest birds.

8.7 THIRD-PARTY CHEMICALS

8.7.1 These chemicals eliminate bird attractants on airport property. It may include any pesticide to control insects or mammals that birds eat, or any growth-inhibiting herbicide for grass or defoliant to control weeds, seeds, or berries that birds enjoy. Third-party chemicals should be



--`,,```,,,,````-`-`,,`,,`,`,,`---

I C A O 9137 PART*3 ** 4841416 0028267 089

14 Airport Services Manual

used carefully and applied by irained personnel to ensure minimal environmental disruption. In some States these chemicals are forbidden by law.

-

8.8 .TRAPS

8.8.1 Traps can kill or capture birds alive for transport to a release area off the airport. Since live-trapping is time- consuming and costly, it is commonly used for protected species or for species with a high public profile. Live- trapping of birds that are not protected can readily be undertaken by airport personnel. In some States all bird species are protected by law and therefore trapping is alIowed only on the basis of special regulations.

8.8.2 Trapping many species of wildlife requires knowledge of the animals habits and skill in placement of traps and use of baits. rn many cases the knowledge and skill required are fairly easy for airport staff to develop.

8.8.3 Traps that may be used for birds include:

a) live traps; and

b) raptor traps. ,

8.9 MISCELLANEOUS TECHNIQUES

8.9.1 There are other bird control techniques. Benomyl and/or Kainite can controI the earthworm population on^ airport lands, especially along runways and taxiways. Ornitrol can reduce the fertility of birds and ultimately reduce the population. Methiocarb is a chemical applied on vegetation to deter birds from feeding, however high concentrations are necessary. In some States these chemicals are forbidden by law.

8.9.2 Falconry is in use in some States. This involves the use of predatory birds such as falcons, hawks, or owls to drive birds away. The technique is considered highly expensive due to the planning, strategy, etc. required. In some States falconry is rejected as a bird control technique, usually because falcons and other raptors are threatened by extinction and it is not possible to breed them efficiently in captivity.

8.9.3 Research in the area of dispersal of birds from an airport should continue, to ensure that the most up-to- date dispersal and detection techniques are used. As present techniques become inadequate, new technologies should be available as suitable replacements. Policy makers should realize the importance of on-going research in this field and should allot funds accordingly.



--`,,```,,,,````-`-`,,`,,`,`,,`---

I5

Chapter 9

Staffing Airport Bird Control Programmes

9.1 The first consideration in a bird controI programme should be to implement environmental modifications to make the airport unattractive to both birds and mammals. Over time it will be most effective to apply a combination of environment management programmes and special scaring techniques.

9.2 At some airports, birds may pose a problem only for a short period of time due to migration or a temporary attraction at the airport. Agricultural activity, weather or food may attract large numbers of birds that have to be scared off the airport until the attraction is removed or goes away. This is usually for a short period of time ranging from a few hours to a few weeks or a month. On the other hand, at the larger, busier airports, bird scaring goes on every day, all year to ensure that large numbers of birds are not present on the airport.

9.3 Bird scaring is usually conducted by airport staff. Staff from airport maintenance, rescue and fire fighting personnel, or security will undertake the task as required. As the amount of time required increases, it becomes more difficult to allocate these human resources from within airport personnel. When it is not possible to allot the required resources, the contracting out of airport wildlife control becomes a cost effective alternative.

9.4 The contracts should include the provision of personnel and equipment to be used for the control of birds. It should also specify that personnel have specific knowIedge of airport bird problems and control measures.

9.5 When setting up a contract, it is necessary to ensure that the contract addresses the following:

a) hours of operation;

b) species to be controlled;

c) level of service;

d) equipment to be provided by the contractor;

e) accountability of contractors staff;

f) deviation from the contract;

g) tendering process deficiencies; and

h) documentation of deficiencies.

9.6 The effectiveness of the use of a contractor to control birds can be seen in the reduction of the number of birds constituting a potential hazard to aircraft operations at an airport.



--`,,```,,,,````-`-`,,`,,`,`,,`---

I C A O 9337 P A R T * 3 ** 484343b 0028273 737

Chapter 10

Incompatible Land Use Around Airports

10.1 The concept of compatible land use planning is an outgrowth of the focus of attention on the environmental relationship between airports and their community neighbours. This planning concept is relatively simple and the results can be impressive but the implementation requires careful study and co-ordinated planning. Land use around airports can influence restrictions on aircraft flights as well as affect aircraft safety.

10.2 Some communities and airports have reached the point where the effect of land use planning guidelines may be minimal. However, there are still instances where their use will result k more compatibie airport and community development. Implementation may take the form of aviation system plans, legislation for compatible land uses, easements or land zoning. .

10.3 It has long been recognized that land use around the airport can influence bird strikes to aircraft. Birds can be attracted to areas near the airport and in turn go to the airport for food, water, resting or shelter. Some birds may also be struck outside airport property, over a land use that attracts them. In fact, 21 per cent of bird strikes reported to the ICAO IBIS system occurred off airport. An on airport bird strike is that which occurs between 0 to 60 m (0 to 200 ft) (inclusive) on landing and 0 to 150 m (0 to 500 ft) (inclusive) on take-off.

10.4 Land uses which have caused specific problems at airports are:

a) fish processing;

b) agriculture;

c) cattle feed lots;

d) garbage dumps and Iandfill sites;

e) factory roofs and parking lots;

f) theatres and food outlets;

g) wildlife refuges;

h) artificial and natural lakes;

i) golf-, polo-courses, etc.;

j) animal farms; and

k) slaughter-houses.

10.5 In applying the guidelines on incompatible land use, one must consider the location of a proposed land use in relation to the airport. The location of attractive land use beyond the recommended distance could still create flyways over the airport or through flight paths at the airport. In some cases more than one possible use of an area may have to be considered to ensure that bird hazards will not be increased at or near the airport.

10.6 Regulations should be placed on the use of lands surrounding airports to reduce their attractiveness to birds. These regulations shouId be directed at all land uses mentioned above. Prior planning is necessary to ensure that incompatible land uses are not allowed to become established.

I6



--`,,```,,,,````-`-`,,`,,`,`,,`---

Chapter 11

Evaluating the Wildlife Control Programme

11.1 The following questions are directed at airport management - specifically the airport manager - and are designed to assist in determining if there is an effective bird control programme in place at an airport.

1. Has a wildlife control programme been developed?

2. Has the wildlife control programme been implemented?

3. Has a wildlife control officer at the site been appointed and responsibilities assigned?

4. Has a training programme been developed to train those involved in the bird controI programme?

5. Has a wildlife control co-ordinating committee been established with well defined responsibilities?

6. Has a reporting procedure been developed covering all aspects of the bird control programme?

7. Has a land use plan been established with regard to effective land use on and off the airport as it pertains to the bird control programme?

8. Has a list of all bird attractants at the site been completed?

9. Has a list of all bird attractants surrounding the airport been completed?

10. Have bird control methods been researched and impIemented at the airport?

11.2 If the answer to any one of these questions is NO, an effective bud control programme may not be in place at the airport. The airport bird control programme is only one aspect of a national programme.

17



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9137 P A R T * 3 ** m 484L91b 0028273 50T m

Appendix

2. Other publications:

Handbook of WiIdlge Controt Devices and Chemicak (AK0947O)i Transport Canada

Green Bookle& Bird Strike Committee Europe (BBSCEk

- END -

19



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO TECHNICAL PUBLICATIONS

The following summary gives the status, and also describes in general terms the contents of the various series of technical publications issued by the Inter- national Civil Aviation Organization. It does not include specialized publications that do not fall specifically within one of the series, such as the Aeronautical Chart Catalogue or the Meteorological Tables for International Air Navigation.

International Standards and Recommended Prac- tices are adopted by the Council in accordance with Articles 54, 37 and 90 of the Convention on Inter- national Civil Aviation and are designated, for convenience, as Annexes to the Convention. The uniform application by Contracting States of the specifications contained in the International Standards is recognized as necessary for the safety or regularity of international air navigation while the uniform application of the specifications in the Recommended Practices is regarded as desirable in the interest of safety, regularity or efficiency of international air navigation. Knowledge of any differences between the national regulations or practices of a State and those established by an International Standard is essential to the safety or regularity of international air navigation. In the event of non-compliance with an International Standard, a State has, in fact, an obligation, under Article 38 of the Convention, to notify the Council of any differences. Knowledge of differences from Recommended Practices may- also be important for the safety of air navigation and, although the Convention does not impose any obligation with regard thereto, the Council has invited Contracting States to notify such differences in addition to those relating to International Standards.

Procedures for Air Navigation Services (PrZNS) are approved by the Council for world-wide application. They contain, for the most part, operating procedures

regarded as not yet having attained a sufficient degree of maturity for adoption as International Standards and Recommended Practices, as well as material of a more permanent character which is considered too detailed for incorporation in an Annex, or is susceptible to frequent amendment, for which the processes of the Convention would be too cumbersome.

Regional Supplementary Procedures (SUPPS) have a status similar to that of PAKS in that they are approved by the Council, but only for application in the respective regions. They are prepared in consolidated form, since certain of the procedures apply to overlapping regions or are common to two or more regions.

The following publications are prepared by authorit_r of the Secretary General in accordance with the principles and policies approved b1 the Council.

Technical Manuals provide guidance and information in amplification of the International Standards, Recommended Practices and PANS, the implemcn- tation of which they are designed to facilitate.

Air Navigation Plans detail requirements for facilities and services for international air navigation in the respective ICAO Air Navigation Regions. They are prepared on the authority of the Secretary General on the basis of recommendations of regional air navigation meetings and of the Council action thereon. The plan> are amended periodically to reflect changes in requirements and in the status of implementation of the recommended facilities and services.

ICAO Circulars make available specialized information of interest to Contracting States. This includes studies on technical subjects.



--`,,```,,,,````-`-`,,`,,`,`,,`---

@ ICAO 1991 5/91, ElPl12600

Order No. 9137P3 Printed in ICAO



--`,,```,,,,````-`-`,,`,,`,`,,`---

Documents

Doc 9137 P3 Bird Control