WILDLIFE HAZARD MANAGEMENT

HANDBOOK
Second Edition 2013
AIRPORTS COUNCIL INTERNATIONAL

WILDLIFE HAZARD MANAGEMENT HANDBOOK

Second Edition 2013

Written by: David Bradbeer (Vancouver Airport Authority), Eoin Ryan (Dublin Airport Authority), Ian Witter
(Heathrow Airport), Sanne Patijn (Amsterdam Schiphol Airport) and Xavier Oh (ACI)

Reviewed by: BTEE SA, Falcon Environmental Services, David Gamper and Gudjon Atlason (ACI)

Coordinated by: Jonghoon (John) Kim (Incheon Airport and ACI)

Published by: ACI World, Montreal, Canada

DISCLAIMER

The information contained in this publication is subject to constant assessment in the light of changing requirements and
regulations. No purchaser or other reader should act on the basis of any such information without referring to applicable
laws and regulations and /or without obtaining appropriate professional advice. Although every effort has been made to
ensure accuracy, Airports Council International (ACI) shall not be held responsible for loss or damage caused by errors,
omissions, misprints or misinterpretation of the contents hereof. Furthermore, ACI expressly disclaims all and any liability
to any person, whether a purchaser of this publication or not, in respect of anything done or omitted, and the consequences
of anything done or omitted, by any such person through reliance on the contents of this publication.

No part of the Wildlife Hazard Management Handbook may be reproduced, recast, reformatted or transmitted in any form
by any means, electronic or mechanical, including photocopying, recording or use of any information storage and retrieval
system, without prior written permission from:

Director, Safety, Technical

ACI World
800 rue de Square Victoria
Suite 1810, P.O. Box 302
Montreal, Quebec H4Z 1G8
Canada

Wildlife Hazard Management Handbook

Second Edition (2013)

Copies of this publication are available from:

Publications Department
Airports Council International
800 rue de Square Victoria
Suite 1810, P.O. Box 302
Montreal, Quebec H4Z 1G8
Canada
Email: [email protected]
Web: www.aci.aero

ISBN 978-0-9919875-0-4
©2013 Airports Council International. All rights reserved.
FOREWORD

Wildlife Hazard Management is an important element of the operations of all

airports. ACI is proud to present the completely updated and expanded Wildlife
Hazard Management Handbook. Most of the text it contains has been distilled from
excellent guidance material available from several large Civil Aviation Authorities
around the world, ACI Member Airports’ operational safety procedures, ICAO
material and other international aviation and non-aviation organizations’ publications
pertaining to wildlife management.

The content of this Handbook also builds upon the existing guidance in the ACI
Policies and Recommended Practices Handbook, with safety related policies
included in this publication for easy reference. While remaining short and succinct,
it provides checklists for action, as well as an explanation of risks to be assessed
and means of mitigation available. As stated in the text, local risk assessments are
inevitably necessary.

This subject is clearly of great importance to Aerodrome Operators, who want to

avoid or mitigate all foreseeable risks of accidents occurring from wildlife strikes.
These risks and issues have been discussed many times at ACI conferences and
committee meetings; therefore, ACI believes that it has the responsibility to put
forward a guide to best practice, to assist its members. It forms part of a coordinated
approach by ACI to Safety Management Systems for use by its members. It
Angela Gittens
complements the ACI Airside Safety Handbook (4th edition 2010).
Director General
ACI World
In the area of staff development, ACI’s Global Training offers several courses which
include coverage of wildlife hazard offered by classroom delivery and online, such as
the Global Safety Network Diploma. n

i
TABLE OF CONTENTS

FOREWORD................................................................................i 4.7.2 Static Equipment..........................................................14

CONTENTS................................................................................. ii 4.8 Habituation...................................................................14
INTRODUCTION........................................................................ iii
5 TRAINING
1 WHAT IS WILDLIFE MANAGEMENT? 5.1 Introduction..................................................................15
1.1 Animal Needs and Habitats............................................1 5.2 Objectives of the Training Programme.........................15
1.2 Manipulating Habitats....................................................1 5.3 Outline of Training Programme.....................................15
1.3 Active Management.......................................................1 5.3.1 Aerodrome Location.....................................................16
1.4 Removal.........................................................................2 5.3.2 Standardisation of Training............................................16
1.5 Ethical Responsibility.....................................................2 5.3.3 Blended Learning Approach.........................................16
5.3.4 Liaison Plan..................................................................16
2 ROLES AND RESPONSIBILITIES 5.4 Understanding the Different Roles............................... 17
2.1 Introduction....................................................................3 5.4.1 Aerodrome Senior Manager......................................... 17
2.2 Senior Manager..............................................................3 5.4.2 Wildlife Control Coordinator......................................... 17
2.3 Wildlife Control Coordinator...........................................4 5.4.3 Wildlife Committee...................................................... 17
2.4 Wildlife Control Operator...............................................4 5.4.4 Wildlife Control Operator.............................................18
2.5 Airport Wildlife Committee.............................................5 5.5 Additional Trainings Requirement.................................18
2.6 Stakeholders Outside the Airport...................................5 5.5.1 Airside Training.............................................................18
5.5.2 Environmental Training.................................................18
3 RISK ASSESSMENT OF WILDLIFE HAZARD & 5.5.3 Practical/on the Job Training.........................................18
WILDLIFE HAZARD MANAGEMENT PLAN 5.5.4 Wildlife Management Control Measures.....................19
3.1 Risk Assessment of Wildlife Hazard...............................6 5.5.5 Assessment of Training Process...................................19
3.1.1 Define the Area of Risk Assessment.............................6 5.5.6 Runway Incursion Prevention Training..........................19
3.1.2 Ranking the Probability of a Strike.................................6 5.5.7 Post Incident Training....................................................19
3.1.3 Ranking the Severity of a Strike.....................................6 5.5.8 Research Plan...............................................................19
3.1.4 Risk Assessment Matrix................................................7 5.5.9 Refresher Training.........................................................19
3.1.5 Identifying Root Causes of Wildlife Hazard....................7 5.5.10 Training Programme for other Aerodrome Users.........20
3.1.6 Using Advanced Risk Assessment Methods................7
3.2 Wildlife Hazard Management Plan.................................8 6 EVALUATION OF WHMP
3.2.1 Roles and Responsibilities.............................................8 6.1 Introduction..................................................................21
3.2.2 Communication Strategy................................................8 6.2 Evaluation Process Overview.......................................21
3.2.3 Taking Action to Reduce Risk.........................................8 6.3 Evaluation Plan.............................................................21
3.2.4 Training Programme.......................................................8 6.3.1 Evaluation Plan Report.................................................21
3.2.5 Monitoring and Evaluation..............................................9 6.3.2 Evaluation Inputs..........................................................21
3.2.6 Research Priorities.........................................................9 6.3.3 Aerodrome Survey.......................................................22
6.3.4 Statistical Comparisons Year on Year............................22
4 OPERATIONAL PRACTICES 6.3.5 Review of Procedures..................................................22
4.1 Introduction.................................................................. 10 6.3.6 Equipment Serviceability..............................................22
4.2 Habitat Management................................................... 10 6.3.7 Rotational Procedure....................................................22
4.2.1 On - Airport Habitats.................................................... 10 6.3.8 Research Review..........................................................22
4.2.2 Off - Airport Habitats.................................................... 11 6.3.9 Intelligence Gathering..................................................22
4.3 Routine Patrolling......................................................... 11 6.3.10 Wildlife Documentation Audit......................................22
4.3.1 Patrols and Inspection.................................................. 11
4.4 Remote Detection Systems.........................................12 ANNEXES
4.5 Intervention Techniques...............................................12 Annex A Habitat Management...............................................23
4.6 Record and Reporting..................................................12 Annex B Wildlife Intervention.................................................30
4.6.1 Recording All Daily Activities........................................12 Annex C Wildlife Strike Statistics ...........................................34
4.6.2 Monthly Reporting.......................................................13 Annex D Wildlife Strike Report Form......................................35
4.7 Equipment....................................................................13 Annex E References and Sources..........................................36
4.7.1 Portable Equipment......................................................13 Annex F Wildlife Protected Species Register.........................37

ii
INTRODUCTION

A diversity of wildlife species, including birds, mammals, to aerodrome managers because of the vast diversity of
and reptiles, can be found on or around aerodromes species that can be hazardous to aircraft operations. Each
the world over. Certain species of wildlife pose a risk to aerodrome will have its own unique hazards to manage,
aviation safety. In the USA alone there have been 119,917 and no two aerodromes will experience wildlife hazards in
strikes involving wildlife reported between 1990 and 2011, exactly the same way. Given the unique nature of wildlife
with damage costing approximately $480 million (Federal hazard management, it is critical for each aerodrome to
Aviation Administration 2012). Since 1988, 231 people have develop its own WHMP.
been killed as a result of bird strikes and over 220 aircraft
have been destroyed. Individual aerodromes can reduce This handbook will assist an airport operator to manage
the risk to life and property by actively managing wildlife wildlife hazards around the aerodrome by describing the
hazards. responsibilities of the operator, guidelines for conducting a
Risk Assessment and the creation of a WHMP, operational
Wildlife hazards, just as any other hazards to aviation practices for Wildlife Hazard Management, training
safety, should be identified, assessed and managed in curriculum, and how to evaluate the efficacy of the Plan.
order to reduce the risk, through a Safety Management
System (SMS). The first step is Hazard identification, The content of this handbook builds upon the existing
involving species present in and around the aerodrome, guidance:
and how much damage each species could cause to an
aircraft if struck (Hazard level). This is followed by a review ICAO standards for States: ICAO Annex 14 chapter 9,
of past wildlife strikes in order to identify which species are section 9.4 (Wildlife strike hazard reduction), including:
likeliest to be involved in a collision (Probability of a strike). ACI policy guidance to members: ACI Policy Handbook 5.19
The product of these factors gives the risk for that species,
and can be shown in a risk assessment matrix (this process 9.4.1 The wildlife strike hazard on, or in the vicinity of,
an aerodrome shall be assessed through:
Is explained in Chapter 3). An assessment of habitats in
a. the establishment of a national procedure
and around the aerodrome that have the potential to
for recording and reporting wildlife strikes
attract wildlife is also completed, so that the habitat can be
to aircraft;
managed to reduce the presence of species identified as b. the collection of information from aircraft
constituting a risk to flight safety. operators, aerodrome personnel and other
sources on the presence of wildlife on
Following a Risk Assessment, aerodrome operators must or around the aerodrome constituting a
develop a Wildlife Hazard Management Plan (WHMP). The potential hazard to aircraft operations; and
WHMP sets out the actions required to reduce wildlife c. an ongoing evaluation of the wildlife hazard
hazards in and around critical aircraft operating areas, and by competent personnel.
decrease the risk of a strike.

An aerodrome WHMP should include an evaluation system (Wildlife Management at Airport):

to assess the success of the WHMP and its actions. This
involves maintaining records of wildlife populations in and
5.19.1 Aerodrome operators must remain permanent-
around the aerodrome, collecting data on actions, and ly vigilant to assess the risk in real time and
detailing the response of wildlife to management actions. take the necessary measures immediately.
Detailed records of wildlife strikes should be maintained as It is crucial either to implement a bird hazard
part of the evaluation system. prevention and wildlife management unit, or
specially trained and equipped staff to manage
Wildlife hazard management presents a unique challenge wildlife on the aerodrome.

iii
1

1. What is Wildlife Management?

Wildlife management involves manipulating an animal’s
behaviour or its habitat in order to achieve a specific
goal with regards to an animal’s behaviour, population, or
1.2 Manipulating Habitats

With an understanding of how animals behave and use

geographic distribution. At aerodromes, the goal of wildlife different habitats to meet their requirements, we can
management is to change the behaviour of animals so begin to manage them. Around the aerodrome, this
that they do not occupy critical safety zones where aircraft usually means manipulating habitats, especially around the
operate. The key to managing wildlife at aerodromes is to critical safety zones, so that animals are not able to fulfill
understand the animals’ basic requirements and how their their requirements there. This kind of manipulation varies
behaviour can lead to an aviation safety hazard. Essentially, depending on the animals involved and the requirements
it is imperative to know why animals behave the way they they need to fulfill. For example, a drainage ditch full of
do. water will provide ducks with a safe place to bathe and feed.
If the ditch is directly adjacent to a runway, there may be a
1.1 Animal Needs and Habitats risk of ducks being struck by aircraft as they move to and
from the ditch habitat. When the drainage ditch is enclosed
All animals have basic requirements for survival and with a culvert, the habitat that the duck requires is gone.
reproduction and these requirements dictate how they The duck is no longer able to fulfill its requirements in that
will behave. They need energy and nutrients, including location, and will have to find another suitable habitat. As
water, to survive and thrive. They must maintain the a result, there will be fewer ducks in a critical safety zone
core temperature of their bodies, they must avoid being for aircraft, and, therefore, a reduced risk to aviation safety.
eaten by other animals, and they must reproduce. All of
the behaviour can be traced to these basic requirements. 1.3 Active Management
Different species have different behaviours and some of
these can lead to high risk situations at aerodromes. Once Sometimes nothing can be done to change a habitat
an airport manager understands the needs of the animal on an aerodrome, so active management might be
that lead to its high risk behaviour, they can begin to take necessary to manipulate wildlife behaviour directly. For
steps to change that behaviour. example, concrete tarmacs commonly required for aircraft
operations, can provide a habitat attractive to wildlife.
An animal meets its basic requirements by utilizing In cold weather, the concrete can warm faster than its
habitats within the environment. A habitat is any kind of surroundings and become the warmest habitat available
distinguishable feature within the environment, such as an attracting congregations of birds. To change the behaviour
open meadow, a stand of trees or a water body. Different might need an intervention involving stimulating the animal
animals use different habitats to meet their requirements, in a way that it perceives a danger that outweighs the gains
and some vary the types of habitats they use at different it will receive by not changing its behaviour. In the case
times of the year, depending on the specific requirement of birds warming themselves on concrete tarmac, a loud
they are fulfilling. noise from a pyrotechnic explosive, rifle shot or air siren

1
can provide enough stimulus to make the animals fear for
their safety and leave.
1
1.4 Removal

In some cases, it may be not feasible to manipulate the

habitat or change wildlife behaviour permanently. Removal
of an animal or a group of animals may be the only option.
This can involve trapping and releasing them in a new
location, or in extreme cases killing them. Aerodrome
operators must ensure that they are compliant with all
regulations regarding the wildlife species in question, and
that they carry out removals in a manner as humane as
possible.

1.5 Ethical Responsibility

Wildlife management at aerodromes is a critical part of safe

aircraft operations. Furthermore, aerodrome operators have
an ethical responsibility to contribute to the conservation of
wildlife and biodiversity. Some of the species that present
a high risk to aviation safety might be critically endangered
or threatened. It is the responsibility of the aerodrome
operator to deliver solutions that maintain aviation safety
whilst conserving the species in question.

Wildlife management is a complicated practice that

involves thorough understanding of animal biology and
behaviour, including the ways in which they fulfill their basic
requirements. Aerodrome operators will generally achieve
the greatest level of safety if they invest in a dedicated
Wildlife Hazaard Management Plan. Each aerodrome will
have a different set of challenges associated with wildlife,
but the fundamentals of wildlife management apply to all
of them. Aerodrome operators must work with an animal’s
behaviour, and not against it, if they are to successfully
maintain aviation safety. n

2
2

2.
2.1 Introduction
Roles and Responsibilities

This chapter describes an organizational structure that

part of both the aerodrome Safety Management
System (SMS) and the operational and safety culture
of the aerodrome;
can be used to ensure the success of a Wildlife Hazard • Ensuring sufficient financial and human resources,
Management Plan (WHMP) and the mitigation of wildlife including initial and on-going training are provided to
hazards. The airport operator’s responsibilities should enable implementation of the WHMP;
be borne by the senior manager role and this should be • Participating on the Airport Wildlife Committee;
specified in the aerodrome Safety Management System • Working with external parties such as local, regional
(SMS). The Wildlife Control Coordinator is in charge of and national governments in order to avoid or mitigate
the implementation of the WHMP. The Wildlife Control regulation that might impinge on the safe operation of
Operators carry out the required tasks and field work. A airports.
Wildlife Committee will ensure that all stakeholders are
engaged in the WHMP. Specific responsibilities arising from items that should be
included in the WHMP will include the following:
The assignment of actual roles, titles and tasks will vary
from airport to airport. At smaller airports the roles might • Ensuring that the protected species register is included
be divided or merged to just 1 or 2 levels. Larger airports in the WHMP and that proper safeguards for these
will require larger, possibly dedicated teams. Some tasks species are in place;
or roles may be contracted to an external company or • Ensuring that required reports are submitted (usually
organization. monthly) to the national aviation authority;
• Ensuring that, where appropriate, habitats and land
2.2 Senior Manager uses identified in the WHMP, especially those that will
require capital development expenditure, are included
The Airport Operator has a responsibility to provide a safe in the Airport Masterplan.
operating environment for aircraft operators, air transport
users and neighboring communities. Further information can be found:
ICAO Airport Service Manual, part 3, Wildlife control and
Accordingly a Senior Manager should be identified who reduction, 3.3 Role of the airport operator
has overall responsibility for wildlife control. This maybe
be a dedicated role or included in the responsibilities of
3.3.1 Because of the importance of bird/wildlife con-
the Safety Manager. The role should involve tasks and
trol, each airport operator has the responsibil-
responsibilities that include: ity to develop, implement and demonstrate an
effective bird/wildlife strike and wildlife control
• Ensuring that the WHMP is developed and programme at the airport, and this should be tai-
implemented; lored to and commensurate with the size and
• Ensuring that the WHMP is referred to and becomes level of complexity of the airport, taking account
of the identification of the bird hazard and the
risk assessment of that hazard.
3
 according to the WHMP; and
3.3.2 Airport operators, where practicable, should • Providing a communications channel between the
implement a programme tailored to local con- aerodrome policy makers/providers, wildlife control
ditions, with assistance from the national com- operators and other interested parties, such as airline
mittee or other outside agencies, as required. operators and air traffic control.
Where practicable, the airport operator should
appoint an airport bird/wildlife control coordina-
2.4 Wildlife Control Operator 2
tor who is responsible and accountable for the
airport’s bird/wildlife hazard control policy and
A Wildlife Control Operator performs the front line role
the personnel engaged in bird/wildlife hazard
control. This may include the formation of a local and may be any suitably trained and qualified member of
airport bird/wildlife committee that will develop aerodrome staff. This role will involve key duties such as:
and implement the specific programme. It is
imperative that personnel responsible for these • Maintaining surveillance of wildlife activity on the
tasks are able to demonstrate competence, are aerodrome and beyond;
trained by qualified personnel and are provided • Implementing active wildlife control measures and
with the appropriate resources and equipment interventions in accordance with the WHMP to counter
to carry out their tasks. any detected wildlife hazards;
• Providing the air traffic service, where applicable, with
2.3 Wildlife Control Coordinator details of a potential wildlife hazards;
• Recording wildlife control activity;
The Wildlife Control Coordinator will undertake day-to-day • Recording actual, potential or suspected wildlife strikes;
management and efficient implementation of the WHMP. • Advising senior personnel on improvements to the
The person might be a technical specialist, such as a wildlife control tasks or WHMP; and
biologist, or such expertise might be out-sourced. In more • Assisting with surveys, etc.
detail, this role will involve key duties such as the following:
Further information can be found:
• Advising the Senior Manager on all matters relating ICAO Airport Service Manual, part 3, 3.4 Role of bird/
to wildlife hazard prevention, and to assist with the wildlife strike control coordinator
production and development of the WHMP;
• Planning and organizing wildlife control operations in
3.4.2 The airport bird/wildlife strike control coordi-
accordance with the WHMP;
nator (or equivalent) should coordinate the ac-
• Supervising and monitoring wildlife control operations
tivities of the wildlife control programme with
to ensure that WHMP is implemented correctly;
air traffic control (ATC) and other stakehold-
• Supervising wildlife control record keeping (log, bird
ers. The coordinator’s responsibilities should
counts, wildlife strike recording and reporting, bird
allow for the time required to be involved with
dispersal, culling and habitat management diaries,
observations, control and reporting. The wild-
etc.);
life coordinator at the site should also review
• Providing technical supervision of Wildlife Control
strike reports, monitor daily activity records
Operators, intelligence gathering, and planning;
and maintenance reports to determine the
• Facilitating active surveillance, wildlife dispersal, culling
requirements for short- and long-term man-
and other field tasks;
agement programmes, and this information
• Ensuring that all necessary passes and permits are
should be passed to managers accountable
current;
for safety on a regular basis (recommended at
• Ensuring the supply, safe keeping and correct
least monthly).
maintenance of wildlife control equipment and
consumables
• Coordinating with operation and/or grounds
maintenance to ensure that habitat is managed 2.5 Airport Wildlife Committee

4
 2.6 Stakeholders Outside the Airport
Wildlife hazard management on an airport often requires
communication, cooperation, and coordination among Aerodrome operators should also identify which stake-
various groups on the aerodrome. This is especially holders will be responsible for providing input and
true when identifying hazardous wildlife situations, consultation. Stakeholders can include transportation

2 executing large-scale habitat management actions, or

developing management strategies for hazardous wildlife
officials (including government), aerodrome staff,
airline representatives (including pilots), conservation
that are endangered or threatened. Establishment of organizations (government and non-government), local
the Airport Wildlife Committee is required to facilitate municipalities/cities, and organizations that are responsible
this communication, cooperation and coordination. for land management in the area surrounding the
This committee might be included within the safety aerodrome. n
management committee.

Members of the Committee should include the following:

• Senior Manager
• Wildlife Control Coordinator
• Wildlife Control Operator representative
• Aircraft Operator representative
• Airport Planning Manager
• Aerodrome maintenance and operation Manager
• ATC representative
• Local runway safety team representative
• Local authorities
• Depending on the organizational structure of the airport,
other representatives can also be included, such as the
Fire and Rescue Department or the Runway Control
Department

Further information can be found:

ICAO Airport Service Manual, part 3, 3.4 Role of bird/
wildlife strike control committee

3.4.1 The airport bird/wildlife strike committee

should include those involved in bird/wildlife
control, airport planning, maintenance and op-
erations. It should also include air traffic ser-
vices, flight operators, rescue and firefighting
services, security, duty managers, finance,
etc. The committee should review strike data
collected and observations of birds/wildlife,
assess bird/wildlife risks and summarize
trends in order to evaluate and determine
what effective control measures should be
implemented in order to manage the issues
arising.

5
3.1
3. Risk Assessment of Wildlife Hazard &
Wildlife Hazard Management Plan

Risk Assessment of Wildlife Hazard 3.1.2 Ranking the Probability of a Strike

3

The first step of managing wildlife hazard is to assess The next step of a Risk Assessment is to rate the probability
the level of risk that each species of animal presents to that species will be involved in a strike. The example below
aircraft operations at the aerodrome. This risk assessment uses a scale with 5 levels but fewer or more levels could
is more than simply surveying the species found in and be used.
around the aerodrome; it involves assessing the likelihood
of each species striking an aircraft and the probability and The probability can be assessed qualitatively on a scale,
extent of damage that may result. This allows managers to for example, from Very Low to Very High. Species that
prioritize their management actions to target the highest shy away from aircraft noise or that learn to avoid aircraft
risk species. The Risk Assessment should also identify could be rated as Low or Very Low. Birds that flock in large
the biological factors that cause different wildlife species numbers to certain habitats in the flight path could be rated
to present a risk to aviation safety. Identification of these a High or Very High. Solitary animals might be rated as
factors will greatly aid in the formulation of a Wildlife Hazard Medium but other behavioural factors might have to be
Management Plan. taken into account. This probability might also vary with
the season or other conditions such as grass length or rain
There are several methods of conducting a Risk Assessment and weather conditions.
of Wildlife Hazards. This Handbook will outline a simple,
qualitative method that can be used as a starting point for A quantitative approach could use historical strike records
a more detailed Risk Assessment. In its most basic form, at the aerodrome expressed as the number of strikes (by
a Risk Assessment determines the level of risk that each species) per 10,000 aircraft movements. As a guide, 5 or
species of wildlife presents based on the combination of more strikes per 10,000 movements would constitute a
the probability that it will be struck by an aircraft and the Very High probability of a strike, whereas less than 1 strike
severity of the outcome. per 10,000 movements constitutes a Very Low probability.

3.1.1 Define the Area of Risk Assessment 3.1.3 Ranking the Severity of a Strike

The first step in a Risk Assessment of Wildlife Hazards The next step is to rank the expected severity of the impact
is to define the area that will be assessed. This generally or damage resulting from a strike event. Sometimes called
includes the entire aerodrome. The area of the Risk the Hazard Level Ranking, this can use a scale similar to
Assessment should include the take-off routes and landing strike probability scale. This ranking will depend on the size
approaches when significant wildlife hazards are present in of the animal and its tendency to flock or congregate.
these zones.

6
 Severity of Strikes

Catastrophic Critical Moderate Minor Negligible

A/C Crash & A/C Crash & A/C Severe A/C light
Probability of Strikes near miss
Severe Light Casualty Damage & No Crash Damage
Definition Meaning Value A B C D E

Frequent 5/10,000 movements 5 5A(Unacceptable) 5B(Unacceptable) 5C(Unacceptable) 5D(High) 5E(Moderate)

likely 4/10,000 movements 4 4A(Unacceptable) 4B(Unacceptable) 4C(Unacceptable) 4D(Moderate) 4E(Moderate)

3
Occasional 3/10,000 movements 3 3A(Unacceptable) 3B(High) 3C(High) 3D(Moderate) 3E(low)

Seldom 2/10,000 movements 2 2A(Unacceptable) 2B(High) 2C(Moderate) 2D(Low) 2E(Very Low)

Improbable 1/10,000 movements 1 1A(Unacceptable) 1B(High) 1C(Low) 1D(Very Low) 1E(Very Low)

Table 1 Example of Risk Assessment Matrix for Wildlife

Heavier animals have a greater capacity to damage an mitigation in the WHMP.

aircraft and impact its flight performance. As a guide, birds
that tend to flock and weigh more than 1.8 kg can cause 3.1.5 Identifying Root Causes of Wildlife
the most severe damage to aircraft. The birds (or bats) that Hazard
are solitary and weigh less than 50 g might be expected to
cause the least severe damage. Flocking behaviour might The final stage of the Risk Assessment of Wildlife Hazard is
mean that a strike event could include multiple impacts or to identify the root cause of each wildlife hazard. Here, it is
it could increase the probability of a strike. critical to understand the behaviour and basic requirements
of each hazardous species of wildlife. Remember, each
Severity can be rated in terms of aircraft damage and animal has a basic requirement for energy and nutrients,
human casualty. Negligible could mean near miss and including water. They must maintain their bodies core
aircraft damage. Minor could mean light aircraft damage. temperature, they must breed and reproduce, and they must
Moderate could mean severe aircraft damage. Critical might avoid being predated by another animal. When identifying
mean that the aircraft could crash with no human death, root causes of wildlife hazards, consider each species and
just wounded, and Catastrophic might mean an emergency its basic requirements. Then, observe the aerodrome and
situation with aircraft crash and severe wounds or death surrounding areas to determine how the different habitats
casualty. Each airport should determine its own scale. The may aid the species in fulfilling its requirements.
range of aircraft sizes operating at an airport will also need
to be taken into consideration, so clearly the views of the This stage of the Risk Assessment should involve a trained
aircraft operators should be considered. wildlife biologist who is familiar with ecology and animal
behaviour. Ideal habitats for hazardous wildlife may not
3.1.4 Risk Assessment Matrix be readily apparent, and the attractiveness of aerodrome
habitats may vary seasonally. Consider all stages of
An example of a Risk Assessment Matrix is provided in an animal’s requirements throughout the annual cycle.
Table 1. The level of Risk for each species of bird, bat and Breeding seasons, annual migrations, seasonal weather
terrestrial animal is determined as a combination of the patterns, and food availability are all factors that can
Probability of a Strike and the Severity of the Outcome. In contribute to temporal changed in wildlife hazard.
the example the Risk is also rated on a scale of 5 – Very
Low, Low, Medium, High and Unacceptable. Alternatives 3.1.6 Using Advanced Risk Assessment
might use a scale of 3 and the traffic light colours (Green, Methods
Amber, Red) to highlight the high priority species.
The Risk Assessment outlined above is one of the most
The Risk Assessment will rank the risk of each species and basic that an aerodrome can utilize to quantify wildlife
highlight those species that should be prioritized for risk hazards. Aerodrome wildlife managers may wish to

7
consider a greater set of variables, and therefore, assess 3.2.2 Communication Strategy
risk more accurately. For example, the type of aircraft using
the aerodrome will influence the level of risk; larger, faster Aerodrome operators should create communication
aircraft will increase the risk of a damaging wildlife strike. procedures for managing and reacting to wildlife hazards
and for acting when a strike does occur.
When considering the probability of a wildlife strike,
components of each species behaviour can also be It is critical for safety that key personnel are notified
considered. This is especially valuable when detailed when there is an elevated risk of a wildlife strike. The
records of historical wildlife strikes are not available. communication strategy should summarize which
Such factors as variations in a species annual abundance
around the aerodrome, the animal’s propensity to engage
personnel are responsible for recognizing and alerting of an 3
increased wildlife hazard, and which personnel should be
in “hazardous” behaviour, and its relative ability to avoid notified. The communication strategy should be inclusive
aircraft can be considered. of wildlife management technicians, pilots, and air traffic
control.
3.2 Wildlife Hazard Management Plan
A communication strategy is also necessary for when a
The Wildlife Hazard Management Plan (WHMP) is a strike does occur. This allows the effective collection of
document created to provide the strategy for reducing the data pertaining to the strike, including the airline and type
risk that wildlife poses to safe airport operations. The plan of aircraft involved, the stage of flight, the damage to the
is based on the Risk Assessment of Wildlife Hazards. An aircraft and whether there was an effect on flight, and the
effective WHMP should: species of wildlife involved. The wildlife strike data can then
be used as an evaluation tool.
• Identify the wildlife species that are a priority for risk
reduction; 3.2.3 Taking Action to Reduce Risk
• Prescribe the actions necessary to reduce the risk
associated with the individual species; Once the risk presented by various wildlife species is
• Clearly identify of the roles and responsibilities prioritized, a series of actions for reducing that risk is
personnel are required to fulfill; and outlined. The actions needed to reduce the risk can take
• Describe a Communication Strategy for ensuring that several forms and include managing aerodrome habitats
the information necessary for managing wildlife risk is so that they are less attractive (fulfill fewer of the animals
shared effectively; basic requirements); dispersing wildlife with behavioural
• Outline a Training Programme for the personnel stimulants; physically excluding wildlife from the aerodrome;
involved in Wildlife Hazard Management; physically removing wildlife from the aerodrome; and
• Describe a monitoring and evaluation strategy for the strategies for managing habitats that are within the vicinity
entire WHMP; of the aerodrome but outside its boundaries. The actions
• Prioritize the specific research needed to advance should also include a system for communicating the risk of
the efficacy of wildlife hazard management on the bird strikes to critical personnel, including pilots, air traffic
aerodrome. controllers, and wildlife management personnel.

3.2.1 Roles and Responsibilities 3.2.4 Training Programme

The WHMP should explicitly identify the personnel who A Training Programme must be established through the
will be involved in the Wildlife Management Programme, WHMP. Effective training ensures that actions taken to
including the roles and responsibilities they will fulfill. reduce wildlife hazards are consistent across all personnel.
Chapter 2 outlines the specific roles and responsibilities A basic Training Programme is provided in Chapter 5.
associated with wildlife management at as aerodrome.

8
 3.2.5 Monitoring and Evaluation

Once action is taken to reduce risk, it is important to

establish monitoring procedures to collect the information
needed to evaluate the efficacy of the action. The WHMP
must define this strategy. Chapter 6 outlines the general
requirements of monitoring and evaluation.

3.2.6 Research Priorities

3
The final component of the WHMP is a list of research
priorities. Research projects should be designed to assess
the efficacy of novel management practices and control
actions on reducing wildlife hazards. Proper experimental
design is critical to the successful evaluation of novel
practices, and aerodrome operators should consult with
local biologists when considering their research priorities.
n

9
 4.
4.1 Introduction
Operational Practices

4.2 Habitat Management

4
The airport’s WHMP should provide details on the Habitat management can be the most effective method to
actions and procedures necessary to manage both reduce wildlife hazard at an airport. This section outlines
habitat and wildlife given the specific local conditions and some general concepts and considerations, and more
considerations. In broad terms, habitat management is a detail is provided in Annex A.
long term issue and may involve capital investment to deal
with land, vegetation and water bodies both on and off the The management of habitats on the airport will be quite
airport site. Shorter term activities include the upkeep of different from that on land adjacent and near to the
the vegetation such as grass cutting and tree trimming. airport. Some considerations are part of the long term
development of the airport and should be included in the
Actions to deal with wildlife on a daily basis starts with Airport Masterplan. Others issues are more related to
patrols and inspections, observation of wildlife and regular maintenance and upkeep of airport lands.
other conditions, making interventions and assessing
the response to inventions. It is also crucial to record all The key to habitat management is avoiding conditions that
actions and observations in order to be able to review attract wildlife such as food, water, shelter, and resting and
the effectiveness of the WHMP and development breeding areas.
improvements.
4.2.1 On - Airport Habitats
Most jurisdictions require reporting each month (or a
similar) period and equipment should also be checked and Major earthwork considerations on airports are usually
reviewed on a similar basis. It is generally difficult to provide required to manage storm-water runoff, and drainage
definitive guidelines, because best practice depends channels and settling ponds can become water bodies that
greatly on the local conditions at an airport, the different attract wildlife. Such work is usually done at the time of
key wildlife species and their particular behaviours. runway and taxiway development and future developments
would be included in an Airport Masterplan. Wildlife
hazard issues must be taken into account at the airport
infrastructure planning stages.

Landscaping then usually involves seeding open areas

for grass or other appropriate plant coverage to avoid soil
erosion. Grass and plant species must be selected taking
into account maintenance and watering needs, seeds and
fruit, and shelter and nesting for wildlife.

Flare shooting with shotgun, Dublin International Airport 10

 A perimeter fence around the airport airside areas is • Nature conservation and recreational areas;
often required for safety and security reasons. The ability • Local agricultural practices;
to exclude local wildlife will be a key consideration with • Land fill and solid waste management;
designing and constructing a boundary fence. • Storm water and waste water treatment plans;
• Water bodies including reservoirs, lakes, rivers and the
sea;
• Wetlands including marshes; and
• Gravel pits and quarries.

As noted, further discussion on most of these items is

provided in Annex A.

4 4.3 Routine Patrolling

Routine patrolling is the core of the WHMP and

should include site tours or inspections, observations,
Well-maintained fence, at least 3m high, no gap at the interventions and record keeping. Regular surveillance of
bottom and dig protection are required
the aerodrome is necessary to spot hazardous wildlife. The
use of binoculars, spotting scopes and possibly night vision
equipment by trained staff allows for optimum observation.
The need to protect the habitat of certain native animal During patrols, the wildlife control operators should
and plant species might be a part of the airport’s land determine high-risk areas and spend disproportionately
management and biodiversity plans or obligations. This more time in those areas.
might in fact conflict with the need to reduce wildlife hazard
and airport senior management may need to work closely The frequency of patrols will be highly dependent on local
with government wildlife or conservation department to conditions and the behaviour of wildlife. In some locations
develop appropriate local regulation. Careful consideration or during some seasons, daily patrols may suffice. Under
of wildlife hazards will be required when planning such certain situations patrols may be required every 30 minutes
conservation habitats. or even more frequently. Runway safety inspections may
be incorporated or performed in parallel with wildlife hazard
4.2.2 Off - Airport Habitats management patrols. Patrols should be carried out in a
random pattern rather than a regular route so that wildlife
The land use and habitat management on areas near an do not ‘learn’ or become accustomed to the timing of
airport are also an important consideration, although an patrols.
airport operator may have limited ability to control off-site
land use and will need to work in partnership with local 4.3.1 Patrols and Inspection
landowners and stakeholders.
During a patrol, a wildlife control operator should be on the
In principle, the habitats off-site should be more attractive lookout for a range of activities and situations, including the
to wildlife than the airport site itself. However extreme following:
cases such as a land fill or garbage dump might attract
so much wildlife that it may pose an increased hazard on • Observe wildlife in an area, how many, what species,
airport land. what activity, what it appears to be attracted to;
• Observe signs of occupancy by wildlife such as feeding,
Off-site land uses and activities that can affect wildlife nesting, resting, droppings, or carcasses;
and might need careful consideration might include the • Observe conditions of the habitat such as grass, surface
following: water, trees, fences, FOD (Foreign Object Debris);
• Inspect specific features such as traps or visual
deterrents;

11
• Observe and report any other safety issues associated pressure associated with the wildlife control operator.
with the operation of the airport, whether or not it (Care must be taken that the patrol itself does not
related to wildlife hazard management. become a hazard to aircraft operations.)
• Noise to scare wildlife such as sound generators,
4.4 Remote Detection Systems pistol or gun shots, and pyrotechnics or firecrackers.
(Care must be taken that wildlife are moved away from
Some airport might employ remote detection systems such aircraft operations.)
as radar or video monitoring systems. Such technology will • Noise to deter wildlife such as recorded distress or
probably never replace the need for manned patrols and alarm calls. (Care must be taken that such calls do not
interventions, but could assist with reducing the frequency attract curious or predatory species.)
of patrols. • Visual repellents including lasers, kites, balloons,
scarecrows and small models.
Coordination between the remote monitoring center
and operators that might respond to wildlife sightings is
• Trained predators such as falcons and dogs used to
chase wildlife. 4
required. • Trapping, tagging and relocation, especially for larger
animals and protected species.
• Culling or killing. (This is generally a last resort, as a
dead animal is not a trained animal. It is not an option
for certain species such as endangered or protected
species.)
• In some situation chemical repellents and pesticides
might have a role to play, although the use of poisons
and environmental pollutants should be discouraged.

Care must be exercised to avoid any intervention from

accidentally flushing birds at ill-timed moments in to the
path of aircraft. Care must also be taken the patrol vehicle
or personnel do not become air safety hazards. Wildlife
A bird detection radar training discussed in Chapter 5 is a crucial requirement to
reduce this risk.

4.5 Intervention Techniques Mobile patrols should be more persistent than the wildlife.
Simply moving wildlife and then driving away is seldom
Intervention techniques are actions taken by a wildlife effective wildlife control. It often is necessary to remain in
control operator to remove wildlife from areas of high risk. the area following control to prevent the immediate return
More details and discussions are provided in Annex B. of wildlife or to repeatedly return to the area at frequent
intervals to ensure that the controlled wildlife have not
One of the intentions of intervention techniques is to train returned and to reinforce control if necessary. The aim is to
the wildlife not to occupy areas where they are not wanted. achieve a bird free aerodrome and the control needs to be
If an animal learns that the effort to occupy a place and thorough to ensure the birds leave the airfield.
get chased away is greater than the benefit provided by
the food or opportunity to rest in that area, it may stop 4.6 Recording and Reporting
returning.
4.6.1 Recording All Daily Activities
Most intervention techniques rely on scaring wildlife with
an audible or visual threat. This can include the following: Keeping records of all activity related to wildlife hazard
management is fundamental to the WHMP. Data is required
• Movement of the patrol vehicle and the human in order to be able to assess the effectiveness of the Plan

12
 as a whole, as well as specific trends such as habituation. to aircraft operations, including reducing the number of
wildlife strikes, reducing the total mass of wildlife strikes,
There is an increased tendency towards airlines and/or reducing the average mass of wildlife strikes, or reducing
their insurers to pursue legal action to recover the costs of the number of hazardous wildlife around the aerodrome.
wildlife strike damage from airports at which they occur. It
is important that airports record the wildlife control actions 4.7 Equipment
that they take in order to be able to demonstrate that
they had an adequate WHMP in place at the time of an The wildlife control operator should be equipped with
incident and that the Plan was functioning properly. Data devices appropriate to the wildlife species encountered,
gathered as part of a plan is also important in assessing the the numbers present, and to the area that they need to
effectiveness of the actions taken. control. Staff should have access to appropriate devices for
removal of wildlife, such as firearms or traps, or the means

4 A number of different methods for recording this data

exist, from simple paper records to sophisticated devices
of calling on expert support to supply these interventions
techniques when required.
including laptops, tablet PC or other electronic devices. The
latter save time and effort, especially if the data is to be 4.7.1 Portable Equipment
subsequently entered into a computer for further analysis.
Whatever the means of recording used, the important Portable equipment, that requires a staff member on the
issue is that a comprehensive record of the bird control airfield to operate it, is generally regarded as offering the
activities is kept in order to demonstrate that the airport is best control, providing that the staff members involved
following its own policies and procedures. Records need to are properly trained and motivated. Devices such as
include the time, location and nature of the following: pyrotechnic, pistols, or vehicle mounted distress call
generators produce an impression of a direct threat which
• Each patrol or inspection and the route taken; can be continually varied in time and location by the
• Observation of any unusual condition of the habitat or operator in a manner not available to static systems. This
site such as the state of the vegetation, trees, water is to prevent wildlife habituating to a static device as they
bodies or perimeter fence; learn that it is not a serious threat.
• Species of wildlife sightings including any particular
activity such as feeding or resting, and the discovery of
any carcasses, dropping or other signs of activity;
• Interventions that are made;
• The outcome of any intervention, the response of the
wildlife and the effectiveness of the hazard elimination.
• Incidents such as wildlife strikes on aircraft and near
misses. (Systems will also be in place for such reporting
by pilots, airlines and ground staff.).

4.6.2 Monthly Reporting

Daily records can be summarized into monthly reports,

which aid in the evaluation of trends in wildlife numbers,
control actions, and wildlife strikes. Monthly reports
should be reviewed by the Airport Wildlife Committee
of stakeholders to assess performance of the Wildlife Portable equipment pyrotechnic with assortment of flares,
Management Plan. The Committee should be involved Vancouver International Airport
in the creation of Performance Indicators for managing
wildlife at the aerodrome. Performance indicators can
encompass any metric associated with reducing risk

13
4.7.2 Static equipment Various new methods for either habitat management at
airports, detection systems or new dispersal techniques
In general, static wildlife scaring devices, such as gas have been developed in the past years. There are many
cannons or other sound generators, gradually lose their methods of wildlife dispersal available. Aerodrome
effectiveness over time. Although some of the more operators should assess the need before purchasing
sophisticated devices, which generate a variety of sounds equipment. n
in random or pre-programmed order, may delay this
habituation. They are generally more suitable for providing
short-term wildlife deterrence from limited areas (e.g.
ground being reinstated after building works).

An underground stationary gas powered noise generator

4.8 Habituation

The classic challenge for wildlife hazard management is that

most animals will become accustomed to certain dispersal
interventions or find new ways to settle themselves safely
in the airport environment. Therefore, it is vital for airport
operators to continuously adjust and vary the measures
taken. An airport should proactively seek different or new
ways to reduce the wildlife hazard.

Deterrent Spikes don’t keep all birds off of signs. Note that this
Red Tailed Hawk is marked with a special identification tag as part
of a Trap and Release Program, Vancouver International Airport

14
 5.
5.1 Introduction
Training

5.2 Objectives of the Training programme

The significance of wildlife and habitat management It is important for aerodromes to outline the objectives
5 plans must be recognised as a major safety priority of all of a bespoke wildlife and habitat management plan. It is
aerodromes regardless of size, aircraft movements or the not sufficient for staff to undertake any role within the
lack of a perceived threat. aerodrome wildlife team without appropriate wildlife and
habitat training.
• Aerodrome must have specific comprehensive wildlife
and habitat management training programmes.
• Staff tasked for wildlife and habitat management must PLAN OBJECTIVES
be trained and assessed as fully competent to perform • Ensure training plan meets best international,
their duties. national & local standard
• It is important that the role is comprehensively • To deliver appropriate wildlife/habitat
explained to staff and that they fully understand their management training to staff that are tasked
roles and responsibilities. with managing and implementing the plan
• Ensure local aerodrome conditions and
effective control measure are included in
training plan
• Ensure that staff have a full understanding of
procedures and practices required to deliver
on objectives of the WHMP
• Provide practical training programme that
ensure full competency on wildlife control
practices

5.3 Outline of Training Programme

Passerines: Over 5,000 identified species 31 % of known
species strikes
Aerodromes with well managed and researched
programmes that are delivered by fully qualified and trained
staff are better prepared and positioned to deal with wildlife
threats at aerodromes. The following is a guide to help plan
training content:

15
 Overview Familiarization Specification
Theoretical Training Practical Training Specific Wildlife Training

• Aerodrome overview • All aerodrome operational • Detailed theoretical aspects

• Aerodrome certification procedures & standards of wildlife programmes
• Aerodrome licence • Landside overview • Integrated approach to all
• Aerodrome procedures • Airside safety elements of habitat/wildlife
• International regulations • Airside security programmes
• National regulations • Apron driving • All practical elements required
• Environmental regulations • Airfield training to support programmes
• Aerodrome safety • Radio telephony • Familiarisation programme
management system • Runway incursion training • Equipment training &
• Promulgation of information • Protection of NAVAIDs procedural use of all
• Health & Safety overview • Low/reduced visibility equipment
• Accident & incident reporting/
investigation •
programme
On the job training
•
•
Defined on the job training
Recurrent refresher training
5
• Recurrent refresher training • Administration programme in
• Familiarisation programme respect of the specific Record
keeping
• On/off field programme

5.3.1 Aerodrome Location 5.3.2 Standardisation of Training

Aerodrome location will dictate much of the content of Training must be conducted professionally by appropriately
the training programme and the procedures that are best qualified personnel using approved material drawn from
suited to each aerodrome. Aerodromes located at the coast appropriate national and international standards and
or close to forests will require a different set of control publications. Training content and programmes must be
measures than those aerodromes located near artic or approved by a wildlife manager with guidance from a
desert locations. Aerodromes developing WHMPs must subject matter expert to ensure that programme content
take the local and regional aspect of wildlife management is sufficient and all mandatory safety and operational
into consideration. requirements are met.

5.3.3 Blended Learning Approach

Aerodromes must have a targeted WHMP that supports

the roles of each person responsible for managing or
implementing a WHMP. Training will be delivered from
a theoretical, practical, and procedural and will include a
familiarisation programme.

5.3.4 Liaison Plan

Gulls: Account for 18% of known species strikes Wildlife The wildlife team will require training on the importance
Strike figures: Courtesy of ICAO EB 2009/37 and significance of a liaison plan in respect of all wildlife
stakeholders. Stakeholders identified:

16
 This role is central to managing and directing the
LIAISON PROGRAMME TRAINING aerodrome wildlife and habitat plan. The purpose of training
is to ensure this person has all the necessary knowledge
• State Authorities and understanding to ensure the proper oversight and
• Aviation Authorities management of the plan.
• Environmental Authorities
• National Planner In order to be fully competent this person must receive
• Critical Infrastructure Authorities appropriate training to support the role. A central part of
• Local Authorities this training will consist of briefings from subject matter
• Local Business Entities experts so that they are fully informed of the potential
• Local residents and representative group danger that wildlife habitat & management pose to aircraft
• Local interest farmer/landowners and aerodromes.
• Other groups as deemed necessary
5.4.2 Wildlife Control Coordinator

5.4 Understanding the Different Roles

5 Senior Manager
with overall Wildlife
Aerodromes must understand the importance of aircraft responsibility Control
Operator
safety from a habitat and wildlife management perspective.
This importance will be highlighted in an Aerodrome
Safety Management System and will be supported by
comprehensive Aerodrome procedures to manage the WILDLIFE
habitat and wildlife management plans. A named senior CONTROL
manager will have overall responsibility for the plan and will COORDINATOR
be supported by a wildlife subject matter expert. Additional
support will be provided by the aerodrome wildlife
committee and local runway safety team. The dedicated Wildlife
Committee
wildlife management team should be properly resourced Local Runway
Wildlife Management Plan
and receive comprehensive training for the specialised role Safety Team
Support/Responsibility Structure
they perform.

5.4.1 Aerodrome Senior Manager

This role within the wildlife and habitat management
plan is critical to safety outcomes for aerodromes. This
Wildlife subject matter expert will be responsible for briefing all
Control Wildlife
stakeholders on the best procedures and practices to be
Coordinator Control
Operator followed to ensure a fully effective wildlife management
plan.

SENIOR MANAGER In order to be fully competent this person must receive

WITH OVERALL appropriate training to support their role. It is also important
RESPONSIBILITY that this person fully understand the balance between
the operational aviation context and the management of
wildlife and habitat at an aerodrome.

Local 5.4.3 Wildlife Committee

Wildlife Management Plan Runway
Safety Team
Support/Responsibility Structure The wildlife committee plays a central role in monitoring

17
of the wildlife control and habitat programme. Full training Detailed appropriate training is essential for this role as it is
should be provided to ensure all members understand central to the full implementation of an effective wildlife
the objectives of the programme. Training should include and habitat management plan. This includes a full
regular briefings from subject matter experts so that they understanding of all aspects of the wildlife team objectives
are fully informed of the potential danger that wildlife and how they should best perform the task in a safe and
habitat pose to aviation at the aerodrome. efficient manner.

This group is critical to the safe and efficient delivery of the

Senior Manager wildlife and habitat management plan at the aerodrome.
with overall Wildlife
responsibility Control A properly resourced and effectively trained personnel can
Operator make a decisive difference to wildlife habitat management
at any aerodrome.

WILDLIFE Detailed appropriate wildlife management and habitat

COMMITTEE training is essential for this role as it is central to a safe
and effective wildlife and habitat management plan. A full
understanding of all aspects of the wildlife team objectives
and how they should best perform the task in a safe and
5
efficient manner must be central to the training programme
Wildlife
Wildlife Management Plan Control
5.5 Additional Trainings Requirement
Operator
Support/Responsibility Structure
5.5.1 Airside Training

All employees operating airside at aerodromes will have

This committee draws from its own experience and seeks received appropriate airside training to ensure that they can
the advice and guidance of a wildlife control coordinator perform their airside duties in a safe and efficient manner.
to make recommendations to both the wildlife manager in Airfield training will include radio telephony procedures and
respect of immediate actions required and to the senior practical assessments.
aerodrome manager responsible for wildlife management
in respect of issues that require national or international 5.5.2 Environmental Training
intervention.
Awareness of environmental factors are very important
5.4.4 Wildlife Control Operator for aerodromes and are an ever increasing influence on
aerodrome procedures. Wildlife teams must be fully aware
of all environmental issues and how they can contribute
Wildlife to the sustainability policy at aerodromes. The following
Committee
Local Runway Aerodrome guidelines should apply at aerodromes:
Safety Team Senior
Manager
• Understanding of environmental sustainability;
• Environmental evaluation and analysis of wildlife plan;
WILDLIFE • Use of best practice environmental techniques.
CONTROL
OPERATOR 5.5.3 Practical/on the Job Training

It is not sufficient to provide theoretical training for this

role as much knowledge will be gained from carrying
Wildlife
out the task under a proficient and competent person.
Wildlife Management Plan Control
Coordinator
Support/Responsibility Structure
18
 The programme should be sufficiently enough to ensure All training programmes should be reviewed prior to
effective delivery and should have a sign off process on the delivery to ensure that the programme is up to date and
proficiency of the person across all the practical, procedural reflective of current best practice of wildlife management
and skills required to manage and implement the plan. It techniques
is critical that each aspect of the procedures required for
wildlife habitat and management are well practiced and 5.5.6 Runway Incursion Prevention Training
understood by the wildlife team.
Due to the nature of the role and the requirement to
5.5.4 Wildlife Management Control Measures operate close to runways (never inside the flight strip
unless with ATC permission) staff must have completed
It is critical that the wildlife team receives comprehensive runway incursion prevention training.
training on the different techniques that can be used in the
wildlife management plan. This must include all procedures 5.5.7 Post Incident Training
and practices that are at the disposal of the aerodrome.
Each team member must receive full training on all aspects Where a wildlife management person is involved and
of the plan to include familiarisation with all equipment that found to have failed to follow procedures, the option to re-
5 is available to the team. train may exist. It is important that the area of weakness
is identified and remedial action taken. All incidents on
5.5.5 Assessment of Training Process the airfield are investigated by aerodrome authorities,
sometimes in cooperation with ATC.
Aerodromes must be assured that the wildlife training
programme is adequate to deliver trained personnel to 5.5.8 Research Plan
deliver on the objectives of the plan; accordingly each
training programme will require an assessment process It is very important that aerodromes employ the best
that will clearly demonstrate the proficiency of the plan. possible practices available to them when developing
wildlife plans. Detailed accurate information based on
proven research is an important element in ensuring that
ASSESSMENT PROCESS best practice principles apply.

• Theoretical assessments that demonstrate Where possible, aerodromes should have a dedicated
team members have the knowledge necessary resource that will ensure that advances in the field of
to deliver the objectives of the wildlife wildlife management and habitat management, (whether
management programme that be scientific, procedural or proven improved control
• Familiarisation with procedures, practices & techniques) are reflected in the aerodromes wildlife and
techniques of wildlife management habitat management plan.
• Practical assessments that demonstrate
team members have the practical knowledge 5.5.9 Refresher Training
necessary to operate all equipment and
techniques Each aerodrome should have an effective refresher training
• General suitability, whereby team members programme that the wildlife team will complete on a
can demonstrate a level of operational regular basis. The training must include a dedicated wildlife
competencies to deliver on the objectives of management and habitat module which will reflect on
the wildlife management plan statistical information, procedural reviews, staff feedback
and a central piece by a subject matter expert at the
aerodrome (internal or external) and by a senior manager
This process will consist of the following components: responsible for the aerodrome management and habitat
plan.

19
5.5.10 Training Programme for other
Aerodrome Users

Aerodrome operator will ensure that all operators at the

aerodrome are aware of their responsibilities in respect of
Wildlife control. Reference should be made to procedures
that apply to all operators at the aerodrome. This plan
should be included at induction for all staff and also the
main points included in refresher plans. Wildlife habitat
management and control should feature in any airport wide
safety campaign as a matter of course.

Training awareness programme should be made available

the following groups:

Training offered should cover the goals and objectives of

the aerodrome wildlife management plan and the role
each company and staff member can play their part in this
5
essential programme. n

STAKEHOLDER TRAINING PROGRAMME

• Air Traffic Services

• Airlines(in particular home based pilots and
companies)
• Ground handlers
• Food catering companies
• Waste removal companies
• Contractors construction projects
• Other entities as deemed necessity

20
 6.
6.1 Introduction
Evaluation of WHMP

6.3 Evaluation Plan

Aerodromes should have a process to review and evaluate
the wildlife habitat and wildlife management plan to 6.3.1 Evaluation Plan Report
provide safety assurance that the plan is fully effective and
correctly implemented. The review should be completed on This comprehensive annual report should be prepared

6 an annual basis but also must include an on-going review

process to ensure that the plans are always current and
and compiled by an appropriately qualified person who
has full knowledge of the plan and the standards required
fully functional at all times. for effective delivery. The completed report along with all
recommendations must be forwarded to the aerodrome
A review should consider the general workings of the plans wildlife committee and the senior management responsible
with a view to efficiency and effectiveness. Reference to for the delivery of the plans.
statistics from previous years (five) should form part of the
review. Trend analysis of statistics is a key to ensuring there 6.3.2 Evaluation Inputs
is an informed view as to the success and effectiveness of
wildlife management plans. The wildlife manager (or appropriate professional) tasked
with performing the annual evaluation should undertake
6.2 Evaluation Process Overview de-briefing from staff on general effectiveness and
observations on all aspects of the plan. The evaluation
seeks non-performance or areas for improvement. Staff
Evaluation of the Aerodrome are often best positioned to provide valuable feedback on
Wildlife & Habitat Management Plan the plans. Feedback should be sought from:

• Are roles clearly defined and understood by all? ASSESSMENT PROCESS

• Do aerodrome personnel understand their roles
and responsibilities? • Wildlife team management & staff
• Do programmes meet required standards in • Airline personnel (in particular aircraft
ALL respects? engineers and home-based pilots)
• Is the programme effectively resourced & • Air traffic control
managed? • Ground handlers
• Are procedures efficient and effective? • Other parties as required
• Are programmes current with all regulations
and best practices?
• Is there an effective review process in place?

21
6.3.3 Aerodrome Survey resource that will ensure that advances in the field of
wildlife management and habitat management, whether
A wildlife survey is a valuable tool for aerodromes to ensure that be scientific, procedural or proven improved control
their wildlife management and habitat plans are effective, techniques are reflected in the aerodromes wildlife and
meet all regulations and standards required. The survey will habitat management plan.
be completed formally on an annual basis by a qualified
professional. Evaluation of all operational, practical, 6.3.9 Intelligence Gathering
procedural and technical aspects of wildlife and habitat
management will form part of this survey. A comparison The importance of gathering intelligence locally at the
with previous year’s findings and recommendations to aerodrome and surrounding areas can contribute greatly
ensure the survey delivers on the purpose of the survey. to ensuring that control measures are effective. A plan for
sharing information with local aerodromes or aerodromes
6.3.4 Statistical Comparisons Year on Year with similar wildlife and habitat issues is a useful process
of mutual benefit where control measures are compared
It is extremely important that accurate statistics are and evaluated.
gathered and interpreted by a competent person to ensure
that aerodromes can have effective control measures in 6.3.10 Wildlife Documentation Audit
a timely fashion. Reference should be made to previous
statical data over the last five years and recommendations An evaluation of all reports and records to ensure they

6
and action points raised accordingly. Particular attention meet appropriate standards as they must provide accurate
should be placed on the quality and accuracy of aerodrome information that can be understood and that will be of value
wildlife statistics and how these statistics are interpreted in the evaluation process.
so that trends are measured and mitigation measures
immediately put into place. A full check of all wildlife team documentation, paying
particular attention to following documentation:
6.3.5 Review of Procedures
• Locations of wildlife, identification, patterns of
A full comprehensive review of all control procedures and movement, control measures records;
practices to ensure that effective control measures are in • What measures were used, what precise method and
place and are correctly followed and documented. A review how effective?
of seasonal migration patterns is essential. • Nuisance species reports;
• Protected species, endangered species register;
6.3.6 Equipment Serviceability • Monthly alert reports;
• Rotational control measures records;
A full equipment audit shall be undertaken annually to • Recording aerodrome wildlife hot spots (on/off
establish serviceability and effectiveness of all equipment aerodrome) and potential strike danger records;
used to support wildlife management. • Analysis of wildlife strikes, removal techniques records;
• Reported strikes on near misses (over last 5 years)
6.3.7 Rotational Procedure records;
• Investigated strike and near miss reports;
A systematic review of rotational control procedures and • Analysis of carcass (on site and external analysis)
the perceived effectiveness of the process. Particular records.
attention to identification of new species and control
measures are required to deal with the species. Emphasis should be placed on quality of all records in
particular daily logs to ensure the best quality intelligence
6.3.8 Research Review is gathered so that this information can be fed back into the
plan in a timely fashion. n
Where possible, aerodromes should have a dedicated

22
 A
A-1 Introduction
ANNEX A
Habitat Management

A-2 On Airport Habitat Management

Habitat management is probably the most important method Wildlife can be attracted to particular sites for feeding,
of preventing or reducing wildlife strikes on and around an breeding, roosting, resting or access to water. Efforts put
airport. The airfield habitat should be less attractive to the into reducing the attractiveness of the airfield can be the
animals than the surrounding areas. If there are off-airport most productive way to reduce the risk of wildlife strikes.
sites that attract birds these may need dealing with - also The large expanse of grass, low vegetation or even the
these can create flight line of flight paths of birds moving lack of vegetation present at airports is attractive to wildlife
from one area to another (e.g. from an overnight roost to that prefer open country habitats partly because they rely
a feeding location) then the airport should, in conjunction on being able to observe predators at long distances.
with local regulators seek to reduce the attractiveness of When combined with food resources, airports can be very
these off airport sites also. attractive habitats for open-country wildlife. The presence
of numerous buildings and hangars along with trees and

A Once the attraction has been identified, a management plan

should be developed either to remove it entirely, reduce it
bushes adjacent to the airfield can also provide suitable
habitat for many species.
in quantity, or to deny access to it. It is not possible to
define precisely what types of habitat management will Therefore, it is necessary to identify and evaluate the
be effective at a particular site because airfields around attractants present on the airport so that they can be
the world are all different and because the bird/wildlife reduced, eliminated, or effectively managed, thereby
species that frequent them vary from region to region. achieving a long-term solution to the problem of wildlife
Typical examples include manipulating the species and/ strikes.
or height of vegetation cover on the airport, removal of
trees and bushes fencing off the aerodrome, netting of If the aerodrome environment is made less attractive to
water bodies, excluding birds from buildings by netting or the wildlife species present, they will seek their needs
other means, selection of non-attractive amenity planting elsewhere and the resident wildlife population will decline
around terminals. Regardless of the techniques used, all significantly, along with the number of wildlife strikes. By
airports should be able to show that they have assessed modifying the habitat, it is possible to modify both the
the bird attractions on their property and developed and quantity and the type of wildlife species active on the
implemented a habitat management plan to reduce these airfield.
attractions as far as is practicable.
There are a number of habitats on an airfield to which
Guidance is structured here into on-airport and off-airport. wildlife may be attracted. These are listed below with an

23
explanation of what features can be attractive and what The production of seeds by herbaceous plants, particularly
steps can be taken to counter this. the many species of graminaceous plants which provide a
favourable source of food for some bird species.
• Buildings – provide sites for nesting, roosting and
perching; If the presence of birds is to be decreased substantially, it
• Open water – access to water, breeding and roosting is necessary to take action mainly at the source by reducing
sites; their food supply. The use of pesticides and herbicides may
• Trees, shrubs, berries – perching, nesting and feeding; be a solution in some cases.
• Grass – see details below on how to manage airfield
grass.

Controlling the attractiveness of an airport to birds and

other wildlife is fundamental to good control. Indeed, it
is probably more important than bird dispersal in terms
of controlling the overall risk. If an airport provides easily
accessible resources to birds/wildlife in terms of food,
water, shelter or breeding sites, then they will continue to
try and return despite any dispersal tactics that are used to
dissuade them. Habitat management to deter birds/wildlife
involves two processes, identifying the attractive features
and implementing changes to either remove the attraction
or to deny access.

An airport should undertake a review of the features on its

property that attract hazardous birds/wildlife. The precise
nature of the resource to which birds are attracted should be
identified and a management plan developed to eliminate
or reduce the quantity of that resource, or to deny birds A
access as far as is practicable. Documentary evidence of
this process, its implementation and outcomes should be
kept.
The presence of berries and insects attract wildlife.
Food

An aerodrome has the potential to offer a great variety Water

of food sources to wildlife. The main sources of food for
wildlife are: Insofar as possible, very wet land and stagnant water on
aerodromes should be drained. The presence of water
• Grass used by grazing animals such as geese, rabbits, is a major factor in attracting wildlife, particularly birds,
deer, etc. aquatic mammals and amphibians and creates habitat for
• Other vegetation, such as fruit bushes and trees, seed- aquatic invertebrates that often hatch synchronously in
producing plants and grasses, green weeds, aquatic large numbers thereby attracting large numbers of insect
vegetation; predators (e.g. birds, bats).
• Dense populations of small mammals (e.g. mice), birds
or amphibians, as well as invertebrates (e.g., insects, It is often difficult and costly to eliminate all wet areas from
earthworms); and an aerodrome. Where construction measures, such as
• Rubbish/garbage/waste, especially food waste. drainage, cannot be undertaken, airport operators should
identify water bodies that are used by significant numbers

24
 of hazardous wildlife and undertake action to limit the decrease the numbers of animals present. All dilapidated
access of wildlife to these bodies. Placing floating balls, or ruined buildings, on or in the direct vicinity of the
netting or overhead wires, can be excellent solutions, aerodrome, should either be repaired or demolished. Those
depending on the species present. structures are often colonized by wildlife that uses them as
shelters and for breeding purposes.

Signs and lights along runways and taxiways are ideal

perches for birds, and particularly raptors, which use them
as observation posts when hunting. Limiting their use as
perches can be an excellent solution to reduce the presence
of birds. The installation of metal spikes, preferably the
‘rotating 3-spike version’, prevents birds from landing on
them.

Grass

Aerodrome operators may need to obtain advice from

specialists working in conjunction with local agronomists
on the seed mixes to be used for planting on the airfield.
The mix should permit development of slow-growing
plants producing a minimum of seeds, to avoid providing
food for birds, yet with sufficient regeneration to maintain
good soil coverage. Consideration should be given to using
high entophyte type plants to minimize wildlife use of the
vegetation.

Most evidence shows that short grass (5-10 cm) attracts

A more birds than longer grass (15-20 cm). In some cases,
very long grass (1 m) is necessary to deter the major
hazardous species of birds. Predators, including raptors
and certain terrestrial grassland bird species, do not like
to hunt for their prey, particularly small mammals, in long
grass. When birds are not hunting, they like to have clear
all-round vision to avoid danger. Longer grass creates an
Floating balls and bird netting to cover the water, and insecurity factor and discourages them from landing,
drainage opening protection
resting or nesting in this type of grassland habitat.

Shelter

Buildings can provide numerous opportunities for roosting

and or nesting by birds and are often inhabited by small
mammals. For certain species of birds and mammals that
are well adapted to the human environment, aerodromes
are attractive sites.

Analysis of buildings can identify places that can be used

by wildlife. The elimination of these potential shelters will Long grass maintenance regime

25
Therefore, the larger and most hazardous species, because particular length such that local bird species cannot find
they are usually much taller than 20 cm, require grass food and cannot rest because their sight in interrupted by
heights well in excess of the typical “tall” grass range. the grass. At other locations it may be more important to
Grass management has to be adapted for each aerodrome. not provide perching opportunities on structures or, in dry
No general principles can be adopted on this subject at the areas not to provide access to surface water. A study of the
international level. airport environment should lead to the implementation of a
Habitat Management Plan that describes the management
Aerodromes which do not have vegetation covering the soil needed for the different areas and habitats of the airport
do not offer much food to birds, but may attract certain perimeter.
species to nest or roost directly on the soil. At airports
where sparse or no vegetation attracts hazardous species, Where grass does grow naturally in the environment
studies could be conducted to determine possibilities for it can be managed as described elsewhere. In terms of
plant coverage that prevents nesting and roosting without operational procedures this will mean a plan to achieve the
increasing food sources. It is not automatically the best following:
choice to provide a grass covered airfield. If the surrounding
areas are arid desert then the green grass may well attract • Soil sampling to ensure there are no insects and larvae
birds. that will attract birds to feed;
• Weed-killer to reduce weeds upon which birds may
Depending on the type of grass used and the local climate, feed;
grass coverage needs to be maintained. Depending on • Insecticide to remove insects upon which birds may
the type of grass, the machinery used to mow will have feed;
to be adapted to pick up maximum amounts of grass after • Fertiliser application to ensure the grass can grow to
mowing, and must not create ruts, which may offer wildlife the required length;
a favourable environment. For example, if they become • Bottoming out – cutting the grass very short in spring;
filled with water. The continual collection of grass may also • – to ensure fresh vigorous growth and to remove grass
lead to reduced soil fertility and may require periodic added cuttings or thatch that can build up and harbour insects
fertilization, preferably in the form of low-nutrient organic and attract birds;
fertilizer. • Regular topping cuts to maintain upright grass of the A
required height. In warm wet periods the grass may
The period during which grass is cut is a determining factor grow more quickly and in hot dry periods it may cease
in wildlife hazard management. It is essential to be able to grow – these variations in the weather will need to
to carry out this work under dry weather conditions and be taken into account so as not to strictly follow a time
be sure that it can be completed as rapidly as possible. based plan for cutting.
Consideration should also be given to conducting grass
cutting at night time. Night cutting eliminates the risk of However, general guidelines are difficult to establish
attracting birds to the mowers to feed. The period after for all climates and locations. According to the type of
mowing should allow for grass to grow to its optimal height vegetation, growing conditions and wildlife at the location,
before the next mowing is carried out. an appropriate mowing regime must be determined.

The grass that is cut must be sufficiently mulched, or

preferably collected and removed from the aerodrome. The A-3 Off Airport Habitat Management in the
presence on the ground of decomposing grass creates a Aerodrome’s Surroundings
thatch layer that favours an increase in invertebrate numbers
which will in turn attract birds. Clumps of grass also provide Generally, the airport does not have the opportunity to
ideal nesting habitat for field rodents and can contribute to directly manage habitats outside of the airport. Therefore,
high rodent populations which can attract raptors. it is necessary for the airport to develop good relationships
with the adjacent landowners and the local government to
This may mean an airfield should have grass cut to a be able to influence land uses that affect hazardous wildlife

26
 distribution, movements and abundance. food for birds. Certain species will travel several kilometres
to reach a dump. Birds flying to and from these sites may
The first stage consists of gathering specific data on wildlife cross over an aerodrome or aircraft flight paths. It is not
outside the physical boundaries of the aerodrome. While it is uncommon to observe birds, in particular gulls, soaring over
critical to know the seasonal abundance of each hazardous dump sites in the thermals created by composting garbage.
species on and near the airport, it is also important to know The greater presence of birds may give rise to problems
how those species interact with the airport. For example, for approaching aircraft. The presence of garbage dumps
knowledge of movement routes makes it possible to on aerodromes must be totally prohibited. In accordance
provide pilots with reliable information on potential hazards with various national recommendations for the prevention
within approach and departure paths. Knowing where of bird hazards, regulations call for the elimination of
species nest/den etc. can be very important in determining garbage dumps within a radius of up to 13 kilometres of
control strategies for young animals that are frequently the aerodrome. Even this regulation may be inadequate to
most at risk of causing a strike. prevent hazards if the airport is located between the landfill
and the roosting site of the birds using the landfill.
The areas surrounding the aerodrome have a direct impact
on the presence of wildlife on the aerodrome. Their physical
location may also result in animals crossing the aerodrome
regularly. It may be necessary to gain an understanding of
wildlife behaviour outside the aerodrome.

The types of environments in the vicinity of an aerodrome,

have a direct impact on the presence of wildlife are
described below.

The list is not exhaustive:

Local Agricultural Practices

A
In general, experts advise against growing agricultural
Trained falcon at landfill and garbage disposal site,
crops on the aerodrome. Outside the aerodrome site, it is
Falcon Environmental Service
difficult to influence the choice of crops, unless national
legislation has been adopted on this subject. Whatever the
situation, it may be necessary to engage with local farmers Sewage Treatment and Wastewater Plants
in the vicinity of the aerodrome to influence their activities.
These plants and their settling ponds often attract large
Many countries already regulate the use of agricultural land numbers of birds. The closer the plant to the aerodrome, the
in the vicinity of aerodromes to minimize the attraction of greater the potential hazard is likely to be. It is necessary
wildlife. The planning of crops around the aerodrome may for aerodrome operators to develop agreements with those
take the form of crop plans, recommendations for farming responsible for the plants to ensure that birds hazards that
methods, or even the adoption of legislation. In all cases, result from sewage ponds are suitably mitigated. New
it is extremely essential for the aerodrome operator to plants should not be constructed near an airport or where
establish coordination with the local authorities and to bird movements to and from the plant may affect aircraft
ensure that they are aware of the risks to aviation which movements.
may arise from wildlife.

Landfill/Garbage Disposal Sites

Landfills and garbage dumps are a significant source of

27
 Nature Reserves

The establishment of nature reserves in the vicinity of

aerodromes can attract wildlife, especially if hunting
exists outside of the reserve. In general, nature reserves
are formed where unique, diverse or remnant habitats
exist. They may or may not harbour hazardous species.
Airports should develop a solid relationship with reserve
management, so that if habitat enhancement is conducted
on the reserves’ wildlife hazards to aircraft are a primary
consideration.

Possible Future Hazards in the Vicinity of the

Aerodrome - Safeguarding

Airport operators should take steps to prevent new or

Permeable floating cover at sewage increased hazards caused by developments in the vicinity
of the aerodrome and should also encourage developments
that reduce wildlife hazards. ICAO quotes a distance of 13km
Reservoirs, Lakes, Ponds, Rivers and Salt from the airport. However, developments beyond 13km
Marshes can still create a hazard if animals move past the airport or
runway ends, to and from the newly developed land use.
Wetlands are often used by significant numbers of Information needs to be collected by the appropriate State
waterbirds, which tend to be among the higher hazard authority and/or the airport operator about the local wildlife
species due to their size and flocking behaviour. If possible species, their abundance and their movements to and from
changes to these waterbodies should be undertaken to feeding and roosting areas at different times of the year.
reduce their attractiveness to birds if the birds are known
to present a flight safety risk. Where such developments are likely to increase the hazard, A
the airport operator should communicate those concerns to
The existence of several bodies of water may result in bird the developer, municipal planners and the national aviation
movements from one to another, thereby increasing the authority.
risk of bird strikes especially if the airport lies between
those waterbodies. Particular attention has to be paid to Landscaping of Aerodromes
the risk of bird strikes at aerodromes situated in coastal
areas or near estuaries. In many projects for the revitalization, extension or
construction of new aerodromes, external landscaping
Gravel Pits and Quarries is given importance in the project in order to welcome
aerodrome users in an agreeable manner. The planting of
Areas from which raw materials and stone are extracted trees, bushes and other plants has the undesired effect of
are often filled with water. It is common for these areas attracting wildlife, and particularly birds. The management of
to be left without being restored, thereby attracting birds. the wildlife hazard should be considered part of the project
In the case of any new excavations, it important to ensure planning from the very beginning. Care should be taken
that, following its exploitation, the site is restored to its with the selection of sites for planting and the varieties
initial state. In some cases old extraction pits are being used which can have a significant impact on the presence
enhanced to increase the biodiversity of an area which, if of wildlife. In all cases, plants which produce food such
near an airport, may increase the bird hazard. as berries and fruit should be avoided. Also, continuous
stands of vegetation should be avoided. Preferably, trees
should be spaced so that they do not form a continuous

28
 canopy and shrubs should not be planted under the canopy
of trees and should also be spaced so as to not touch each
other. Open form trees and shrubs should be selected,
avoiding coniferous trees and shrubs which provide year-
round shelter.

Airports should conduct an inventory of bird attracting

sites within the ICAO defined 13km bird circle, paying
particular attention to sites close to the airfield and the
approach and departure corridors. A basic risk assessment
should be carried out to determine whether the movement
patterns of birds/wildlife attracted to these sites means
that they cause, or may cause, a risk to air traffic. If this
is the case, options for bird management at the site(s)
concerned should be developed and a more detailed risk
assessment performed to determine if it is possible and/
or cost effective to implement management processes
at the site(s) concerned. This process should be repeated
annually to identify new sites or changes in the risk levels
produced by existing sites.

Once sites that support birds/wildlife that are, or might,

cause a flight safety problem are identified, management
options can be developed. These can range from minor
habitat modification, changing cropping or other agricultural
practices, major drainage operations or large scale removal
of bird/wildlife populations. Again the choice of technique
A will depend on the particular situation encountered and
expert advice should be sought if necessary. Larger scale
off-airport bird/wildlife management may also involve
liaising with local conservation interests, especially if the
sites that need to be managed are nature reserves. In
some cases it may be impossible to resolve the conflicting
interests of flight safety and conservation, but in trying to
do so the airport will be in a better position to show due
diligence in the event of an accident or legal claim in the
future. n

29
 B ANNEX B
Wildlife Intervention Techniques

Effective control requires the use of a mobile patrol,

operated by trained and equipped staff who are able to
when they are fired or when they have traversed a certain
distance while others only detonate at the end of their
disperse wildlife immediately as they are detected. This trajectory. Some leave smoke trails or flares and others
patrol should operate 24hrs or at least during aircraft produce a whistling sound. Pyrotechnics are fired using
operational hours or daylight hours. revolvers, pistols or shotguns.

Wildlife dispersal techniques have been in use at many The scaring effect of cartridges or crackers fired from
aerodromes for a long time and it is important to use a firearms is well known. Cartridges and shell crackers should
variety of these techniques to remain effective. However, be used carefully. They should not be fired from within a
in-depth knowledge of the airport and vicinity habitats vehicle. They should always be fired between the risk area
and the distribution, movement patterns and behaviour of and the birds so they will be scared away from the area
the wildlife present remains the determining factor in the where they pose a risk to the airport operation.
choice of methods. The management of the hazard should
involve the regular monitoring of wildlife and analysing their Pyrotechnics should not be launched into flocks of birds.
behaviour, rather than being limited to simply harassing This typically causes uncontrolled dispersal in all directions.
wildlife. Typically pyrotechnics should be directed to one side of the
flock opposite to the desired direction the controller wishes
The levels of sophistication of hardware available, and the birds to flush.
hence cost, are highly variable and can include:

• The simple scarecrow, (a static visual device);

• Complex radio controlled sound generators (static B
acoustic);
• Pyrotechnic pistols and vehicle mounted distress call
apparatus (mobile acoustic), handheld lasers (mobile
visual),
• Traps (static lethal); and
• Shotgun (mobile lethal).

Cartridge, Cracker Shell and Pyrotechnics

Cartridges and shell crackers are the most common means

used throughout the world to scare birds. The visual and
auditory effect of cartridges and crackers vary but is a Pyrotechnic pistol with an assortment of flares,
direct and variable method that can be taken to wherever Vancouver International Airport
birds are situated. Certain types produce an explosion

30
 To be really effective, the goal should always be to aim
projectiles to detonate below the sight line of birds. For
birds on the ground, the detonation should take place at
ground level. Once the birds have taken flight, another shot
fired between the ground and the birds should scare them
away. For birds in flight, cartridges should be fired behind
them. If the intent is to change the trajectory of a flock in
flight, several cartridges could be fired in their flight line.

The direction and speed of the wind should be taken into

account to avoid errant shots. Care should be taken not
to accidentally fire cartridges and crackers into aircraft
movement areas, such as the apron. Where there is dry
grass, care should be taken due to the fire hazard.

Distress/Alarm Calls
Squawker using high fidelity natural sounds such as
Birds emit distress calls when captured by a predator. distress call, alarm calls and cries of predators
The use of distress calls is therefore effective as long as
the birds are correctly identified to species and the right It is important to mount loudspeakers on the wildlife hazard
distress calls are then used. This involves recording and prevention vehicle. They should be mounted facing the front
emitting distress calls through high-quality loud speakers of the vehicle. In this way, the driver always has the birds
which emit the full range of call frequencies and are then being dispersed in sight and can monitor their response
mounted on the bird hazard prevention vehicle. and take any necessary follow-up measures.

Depending on the geographical situation of the aerodrome Some guidelines for the use of bird distress calls are as
and the species present, the use of distress calls can be an follows:
excellent solution. Their effectiveness is well proven in the
case of gulls, for example. • The vehicle should be stationary;
• The vehicle should be upwind of the flock of birds;
Birds normally react to distress calls in the following • The vehicle (and loudspeakers) should face the flock
manner: of birds;
• The ideal distance between the vehicle and the birds is
• They are alerted and take flight; less than 100 meters;
B • They approach the source of the sound and circle
overhead;
• The broadcasting of distress calls should last for around
90 seconds.
• Certain birds dive to assess the source of the threat.

When the calls cease, the birds very often leave the area.
It can be effective to combine audio methods with visual
methods such as the use of cracker shells or models
or effigies. When calls are associated with a dead or
distressed bird, the reaction of most birds is to leave the
area. According to expert opinion, when distress calls alone
are used, birds cannot precisely identify the threat or the
predator and the safest action for them is to disperse.
In view of this, the dispersal of birds through the use of
distress calls may take time.

Loudspeaker mounted on a vehicle

31
The use of distress and alarm calls are one of the most It is also important to remember that falcons and dogs
challenging control methods to use. Not only is their effect are not effective at dispersing all hazardous birds in all
somewhat subtle, the proper application of the method is conditions. They should be regarded as one tool amongst
challenging. As a result, few controllers use the method many that the bird controller can use. The use of trained
appropriately and effectively and as a result tend to predators alone is not an adequate substitute for the other
abandon using the method all together. Repeated training bird management techniques described above. These can
by individuals who have successfully mastered the use of be particularly effective with large flocks of birds on the
alarm and distress calls and the effective use of models ground around an airport – however the deployment of
should be used to provide controllers with expertise in the such methods needs close coordination with ATC so as to
use of this method. not create a hazard by lifting the birds when aircraft are
landing or taking off.
Fixed and mobile noise makers, such as propane canons,
can also be a potential means of dispersal for certain
species. If properly equipped with remote control, the
advantage of this method is that staff in the control tower
can operate them when necessary. If the wildlife hazard
prevention patrol is on the other side of the airfield, this
method can allow them to extend their range by activating
a device remotely. However, the effectiveness of each
device is limited to a set range and when positioned at a
fixed location, only birds within this range are exposed.
Even then, without a significant negative experience
associated with the noise birds very rapidly habituate and
the effectiveness rapidly declines.
Trained dogs, Schiphol International Airport
Trained Falcons and Dogs

Trained falcons and dogs, which are both potential Lasers

predators for many species of hazardous birds found at
airports, are undoubtedly effective in dispersing birds. To Lasers can be used to scare birds away. Trials have been
work properly, however, considerable investment in the conducted with fixed devices that use laser beams to
training of both the animals and their handlers needs to be scare off birds. Fixed lasers units and hand held lasers
made. This training is essential to both in orde to ensure can be useful in dusk/dawn or night time, however it is
that the animals do not become a strike risk and also to recommended that trials are undertaken before purchasing
ensure that the deterrent value of deploying the falcon or
dog is maximised. Airports should not underestimate the
expensive equipment. Some birds species react only to
some colours of laser, so local testing needs to verify what
B
staff time and cost involved in incorporating falcons or dogs works. Procedures need to be put in place to ensure lasers
in their bird control programmes. are used safely and do not create any hazard to users of the
airfield or people off-airport.

Falconry deployed to stimulate a predator

response in hazardous wildlife, Vancouver
International Airport

32
 Bird Laser, Dublin International Airport

Living trapping for immigration, Falcon Environmental

Trapping/Killing/Culling Service

Constructive measures should be taken to limit the

presence of mammals. If removal is desired or required, Visual Repellents
experienced hunters or trappers should be called upon to
assist in the trapping or removal of wildlife. If they persist Predator models can exist in the form of kites, balloons,
despite these measures, it is likely that more permanent scarecrows and even small models. Experience throughout
measures should be taken such as habitat modification or the world shows very rapid habituation by birds. The more
exclusion methods. The destruction of animals through the mobile the model, the longer it will be effective. These
killing of individuals and removal of nests or eggs should methods should only be used for brief periods of time,
be carried out in accordance with local legislation. In no generally no more than 3-4 hours and if they can be used
case should the destruction of animals be used as the with other more effective methods their effectiveness can
primary and /or sole method of wildlife management on potentially be increased. Scarecrows are also only effective
an aerodrome. The use of limited, targeted, lethal control for very short periods of time and then only when there is
by trained staff may be necessary either to reinforce non- action or other methods in use. The “Scary Man” scarecrow
lethal control measures or to remove individual problem has been used in some locations, but the effectiveness is
wildlife that cannot be controlled through any other very limited both spatially and temporally. n
method. Where wildlife is shot or captured, operatives
should be trained in wildlife identification to insure that the

B correct species it targeted, and trained in proper removal

methods and handling of live and dead animals. Trapping
and handling of live animals takes considerable training to
be successful and guarantee the safety of both the animals
and the trapper and likely requires additional permitting by
the government.

33
 C ANNEX C
Wildlife Strike Statistics

The first recorded human fatality resulting from a bird strike occurred in 1912. Cal Rogers, the first man to fly across the
United States, crashed into the ocean after a gull became jammed in his aircraft’s flight controls. Since then, bird strikes
have become an increasingly serious problem in both civil and military aviation, with many thousands of strikes occurring
every year.

According to IBSC, It is believed that the number of fatal accidents has risen to at least 55, killing 276 people and the
destruction of 108 aircraft between 1912 and 2011.

An example of reported wildlife strike statics in the USA is below:

TOTAL STRIKES WITH

YEAR BIRDS BATS MAMMAL REPTILES
STRIKES DAMAGE
1990 1,748 4 52 0 1,804 372
1991 2,266 3 54 0 2,323 401
1992 2,360 2 73 1 2,436 368
1993 2,409 6 67 0 2,482 399
1994 2,472 2 82 1 2,557 464
1995 2,679 5 84 8 2,776 500
1996 2,856 1 91 3 2,951 505
1997 3,353 1 95 14 3,463 582
1998 3,691 3 111 7 3,812 588
1999 5,022 7 96 1 5,126 706
2000 5,870 16 124 3 6,013 765
2001 5,676 8 140 8 5,832 650 C
2002 6,104 19 119 15 6,257 675
2003 5,886 20 127 5 6,038 635
2004 6,411 27 129 6 6,573 628
2005 7,092 27 132 7 7,258 609
2006 7,053 49 142 10 7,254 599
2007 7,538 53 175 7 7,773 571
2008 7,417 46 183 5 7,651 528
2009 9,229 67 232 10 9,538 607
2010 9,546 113 247 11 9,917 598
2011 9,730 139 199 15 10,083 541

TOTAL 116,408 618 2,754 137 119,917 12,29134

 Operator :
D
Date of Incident (local time) :
ANNEX D
Wildlife Strike Report Form
Aircraft Model :

Engine Model :

Local Time of Incident :

Aircraft Registration :

o Dawn o Height (AGL) :

_________ /_________ /_________ _________ HR ______ MIN o Dusk

o Day
o AM o PM
Month Day Year
o Night o Speed (IAS) :

Phase of Flight Part(s) of Aircraft Struck Damage Sky Condition Precipitation

o A. Parked A. Radome o o o No Cloud o Fog

o B. Taxi B. Windshield o o o Some Cloud o Rain

o C. Take-off Run C. Nose o o o Overcast o Snow

o D. Climb D. Engine No. 1 o o o None

o E. En Route E. Engine No. 2 o o EFFECT ON FLIGHT

o F. Descent F. Engine No. 3 o o o None

o G. Approach G. Engine No. 4 o o o Aborted Take-Off
o H. Landing Roll H. Propeller o o o Precautionary Landing
Aircraft time out of service I. Wing / Rotor o o o Engines Shut Down
J. Fuselage o o o Other (Specify)
K. Landing Gear o o
Estimated cost of replacement, other cost? L. Tail o o LIGHTS USED

M. Lights o o Landing o Yes o No

N. Other (Specify) o o Strobe Anti-Collision o Yes o No

Pilot warned of Species o Yes o No

Airport Name : Runway used : Location if En Route (Nearest Town / Reference & State)

Wildlife Species : Number of Species Seen Struck Size of Species

(drop down list of species commonly seen on and
near airport recommended) 1 o o o Small o Medium o Large
2 – 10 o o

D 11 – 100

More than 100

o

o
o

o
Remarks: (Describe damage, injuries and other pertinent information)

Reported by (Optional) Organization : Signature :

Name :
Phone :
Email :

Date:
 E
Text references:
ANNEX E
References & Sources

ACI, Polices and Recommended Practices Handbook, 7th edition (2009)

ACI, Airside Safety Handbook 4th edition (2010)
ICAO, Annex 14, Volume I, Aerodrome Design and Operations, 5th edition (2009)
ICAO, Doc 9137, Airport Service Manual, part 3, Bird Control and Reduction, 4th edition (2012)
ICAO, Doc 9332, Manual on Bird Strike Information System (IBIS), 1989
ICAO, Doc 9184, Aerodrome Planning Manual part 1, Master Planning, 1ST edition 1987
ICAO, Doc 9184, Aerodrome Planning Manual part 2, Land Use and Environmental Control, 3rd edition (2002)
FAA/USDA, AC 150/5200-36a, Wildlife Hazard Management at Aerodrome, (2005)
FAA/APHIS Wildlife Strikes to Civil Aircraft in the US 1990 – 2011 (2012)
Transport Canada, Wildlife Control Procedures Manual, 2nd edition (2002)
Transport Canada, Sharing the Skies, 2nd edition (2004)
UK, CAP772, Aerodrome Bird Control (2008)
IBSC, Standard for Aerodrome Bird/Wildlife Control (2006)
EASA, Bird population trends and their impact on Aviation safety 1999-2008 (2009)

Websites:

Airports Council International – www.aci.aero

International Civil Aviation Organization – www.icao.int
FAA Wildlife Strike Database - wildlife.faa.gov
Transport Canada – www.tc.gc.ca
International Bird Strike Committee – www.int-birdstrike.com
Bird Strike Committee USA – www.birdstrike.org
United Kingdom Civil Aviation Authority – www.caa.co.uk
International Union for Conservation of Nature – www.iucn.org
BTEE SA – www.bureaubtee.com

36
 F

37
ANNEX F
Wildlife Protected Species Register
Each Aerodrome must compile a Wildlife Protected /Rare Species Register based on national & local legislation guidelines. Staff engaged in the role of wildlife strike
F
prevention must receive training in recognition of all species to include endangered species. http://www.iucn.org/

Species name/type Mitigation factors

Reason protected  Tick  Tick & note Register of sightings  Tick & note
(sample examples below) employed

Indian yellow-nosed albatross

(Thalassarche carteri)
Patrol Date
Rare species ü
Capture Numbers
Endangered species ü
Relocation Location
National register ü
Rescue agencies Direction from/to
International
register
Tagging Other details

Red wolf (Canis Rufus)

Patrol Date
Rare species
Capture Numbers
Endangered species ü
Relocation Location
National register ü
Rescue agencies Direction from/to
International register ü
Tagging Other details

Hare (Lepus timidus hibernicus)

Patrol ü Date
Rare species ü
Capture ü Numbers
Endangered species
Relocation ü Location
National register ü
Rescue agencies ü Direction from/to
International register
Tagging ü Other details
Aerodrome protected species register

Note: Aerodromes may also wish to consider critically endangered, endangered and vulnerable species in addition to protected species

Species name/type
Mitigation factors
(specific aerodrome protected species Reason protected  Tick  Tick & note Register of sightings  Tick & note
employed
list below, include picture)

Patrol Date
Rare species
Capture Numbers
Endangered species
Relocation Location
National register
Rescue agencies Direction from/to
International
register
Tagging Other details

Patrol Date
Rare species
Capture Numbers
Endangered species
Relocation Location
National register
Rescue agencies Direction from/to
International register
Tagging Other details

Patrol Date
Rare species
Capture Numbers
Endangered species
Relocation Location
National register
Rescue agencies Direction from/to
International register
Tagging Other details

38
F
ISBN 978-0-9919875-0-4