9137 P3 Bird Control

I C A O 9137 P A R T * 3
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48414Lb 0 0 2 8 2 5 0 T O 2
DOC9137-ANI898
Part 3
PART 3
BIRD CONTROL AND REDUCTION
THIRD EDITION - 1991
Approved by the Secretary General

and published under his authority
INTERNATIONAL CIVIL AVIATION ORGANIZATION
Copyright International Civil Aviation Organization

Provided by IHS under license with ICAO
No reproduction or networking permitted without license from IHS
Not for Resale
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AIRPORT SERVICES
MANUAL
I C A O 9337 P A R T S 3
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484L4Lb 002825L 949
Published in separate English, French, Russian and Spanish

editions by the International
Civil Aviation Organization. AN correspondence, except orders and subscriptions, should
be addressed to the Secretary General.
Orders for this publication should be sent to one of the following addresses, together with the
appropriate remittance (by bank draft or post office money order) in U.S. dollars or the currency
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Zamalek 1 121 1, Cairo.
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Available free from the Document Sales Unit, E A 0

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I C A O 9337 P A R T * 3
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4843436 0028252 885
Airport Services
Manual
(DOC9137-AN/898)
Part 3
Bird Control and Reduction
Third Edition - 1991
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I C A O 9337 P A R T S 3
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4 8 4 3 4 L b 0028253 713 W
AMENDMENTS
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The issue of amendments is announced in the rCA0 Journal and in the monthly
supplements to the Catalogue of ZCAO Publications, which holders of this
publication should consult. These amendments are available free upon request.
(ii)

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Foreword
(iig

Not for Resale
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birds and mammals in their airport wildlife control

programme.
The manual includes material dealing with the reasons
why birds occur at anairport,the
organization and
composition of a nationaI committee to combat potential
bird hazards to aircraft operations, and the modifications
to be carried out at an airportremove
to the features which
attract birds.
A significant portion of this manual was prepared for
ICAO by Transport Canada. Alist of selected publications
containing material relevant to the subject of bird control
and reduction at or in the vicinity of an airport is included
at the end of the document.
It may be noticed that there are frequent references to
the word committee. In writing a document that is
intended for use in many States, it will beobvious that with
the variation in organization of the airport authorities,
flight control, etc., in the different States, it is impossible
to use a generic term for the advisory group which will
correspond exactly with every type of organization.
Reference is made later to a recommended organization of
the committee and,for convenience, the term is used
throughout the document to designate (singly or
collectiveIy) who is to take certain action.
It is intended that themanual be kept up to date. Future
editions will most likely be improved on the basisof
experience gained and of comments and suggestions
received from users of this manuaI. Therefore, readers are
invited to give their views, comments and suggestions on
this edition. These should be directed to the Secretary
General of ICAO.
According to theprovisions of Annex 14 there is a need for

States to &opt measures, as necessary, for discouraging
the presence on, or in the vicinity of, an airport of birds
constituting a hazard to aircraft operations. The purpose
of this manual is to provide assistance to States inensuring
that adequate measures are taken to overcome potential
bird hazards.
This document is written on the assumption that birds
are a serious hazard to aircraft, and it attempts to outline
what can and should be done to overcome this hazard. It
is not the purpose of this document to discuss the relative
importance of various hazards.
The prime purpose of this manual is to provide airport
personnel with the information necessary to develop and
implement an effective bird control organization for their
airport. As the risk of bird strikes is different at each site,
the management will also be different. The seriousness of
a bird hazard problem is affected by geographic location,
attractiveness of the site to birds, and air traffic density.
This manual outlines alternative organizational structures
that will effectively deal with the problem of bird control.
A brief history describes the evolution of the problem and
some examples of significant bird strikes.
The intention of this manual is to stress the importance
of good organization and planning in the creation of a
successful bird control programme. The manual is not
intended to be a report on dispersal techniques.
Wildlife programmes on airport environments include
bird and mammal control. This manual deals strictIy with
bird control for the purposeof reducing the hazard of bird
strikes. Airport authorities are encouraged to incIude both
I C A O 9337 P A R T * 3
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Table of Contents
Page
Page
Chapter 1
1.1
General ...........................
..............................
History
Chapter 2 Organization of a National

Committee ...................................
Chapter 3. Roles and Responsibilities of a

Control Programme ...........................
3.1
3.2
3.3
3.4
3.5
3.6
General ..............................
The role of headquarters ...............
Roleof the regional office .............
Roleof the airport manager ............
Role of the wildlife co-ordinator and the
airport wildlife control committee .......
The importance of reporting ............
3
3
3
3
Chapter 5
Aircraft Operators
.................
Chapter 6. Classification of Birds as a Potential

Hazard ......................................
10
Chapter 8. Dispersal Methods
.................
12
General ..............................
Auditory deterrents ....................
Visual deterrents ......................
Barriers ..............................
Lethal chemicals ......................
Repellent chemicals ....................
Third-party chemicals ..................
Traps ................................
Miscellaneous techniques ...............
12
12
12
13
13
13
13
14
14
8.1
8.2
8.3
8.4
8.5
8.6
8.7
8.8
8.9
3
4
Chapter 9 . Staffing Airport Bird Control

Programmes ..................................
15
Chapter 10. Incompatible Land Use Around

Airports ......................................
16
Chapter 11. Evaluating the Wildlife Control

Programme ...................................
17
Chapter 4 How to Organize an Airport Bird

Strike Control Programme .....................
Chapter 7 Environment Management and Site

Modification ..................................
Appendix
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References
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19
I C A O 9137 P A R T * 3
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W 4843416 0028256 920 W
Chapter 1
General
costs of lifting the aircraft out of the mud and getting it
back into service were estimated at over U.S.$f.5 million.
1.1.1 Birds have been a potential hazard to aircraft

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

engine noise levelsdropped with the development of newer
generation turbine engines. Aircraft simply became too
quick and too quiet for birds to sense and avoid. Birds
inadvertently became a serious threat to aircraft safety as
strikes became more frequent and more serious.
1.1.3 In one incident, for example, a Boeing-747 on
take-off developed a violent vibration in the number two
engine. The compressor stalled and the engine shut down.
The aircraft, with 270 passengers aboard, made a smooth
landing at a nearby airport. The carcass of a Glaucouswinged gull (Larus glaucescem) was found on therunway
at the latter airport. Also found were several piecesof
metal. Upon inspection of the departure airport, gulL-type
remains were found along with an extensively damaged
engine and wing parts. Damage was estimated at
U.S.$1.4 million. The examination of the bird remains,
through the useof
electropherosis identification, confirmed that it was a Glaucous-winged gulk.
1.1.5 Thecosts of down-time for inspection and repair

of aircraft following biid damage, or suspected bird
damage, aborted flights, rescheduling of aircraft passengers and air cargo, transfer of passengers to alternative
means of transport, overnight accommodation atthe
expense of the aircraft operatorand the deIeterious effects
on schedulesof
connecting flights can often bevery
significant and damaging to airline operating budgets and
public goodwill.
1.1.6 The ICAO Bird StrikeInformation
System
(IBIS) provides anaIyses of bird strike reports received
35 OOO bird strikes
from States. An analysis ofover
contained in IBIS reveals the following:
- the total number of significant bird strikes (occurrence

resulting in substantial damage to aircraft, precautionary landing or aborted take-off,etc.) reported was 1 924
(or 5 per cent of the strikes);
- 69 per cent of the strikes occur during daylight hours;
while 15 per cent occur during night time with the

remainder occurring at dawn and dusk;
- 65 per cent of the strikes involve a turbo fan (over

27 OOO kg) aircraft classification;
- 29 per cent of the strikes occur during approach while

a further 25 per cent occur during the take-off run
phase;
- 51 per cent of strikes occur below 1 0 0 ft; and
1.1.4 Damage to aircraft inflicted by a bird strike is

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

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

of bird activity.
1.1.7 .The analysis of bird strike datacan reveal trends
whichwillhelp
airport authorities recognize areas of
concern which should be addressed through
a
well
managed bird control programme. The bird strike statistics
can also be analysed to determine those times of year or
day when bird control is needed the most.
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1.1 HISTORY
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Chapter 2
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Organization of a National Committee
2.1 Aswith any problem, a thorough analysis must

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

These members will most likely be part of a government
department dealing with the bird hazard problem. Since
bird strikes present a persistent problem, studies must
continually take place to reduce the hazard. Often this
research may involvethe review of current practices or new
initiatives for incorporation intoairport
bird control
programmes.
2.4 Since the activitiesof the committee may vary
depending upon the resources available, some may be more
successful than others. However, no matter what the
resources available, a well thought out mandate and guideIines will ease the development and implementation of a
national bird control policy. Once the mandate is devised,
the committee should meet at regular intervals, quarterly or
semi-annually, to keep apprised of new developments or
serious issues and review the need for updating of policy.
2.2 A national committee should include the Departments of Transport and Defence, major aircraft operators
and airports, pilots associations and engine manufacturers. Departments of the Environment and Agriculture
may be advisors of the committee from time to time. The
status of the participants should depend on the situation
and the needs of the State.
2.5 Regional and international committees, such as

Bird Strike Committee Europe (BSCE) and ICAO regional
workshops on bird hazard reduction, provide an opportunity for States to gain knowledge and experience in
implementing effective bird control programmes. Information on practices of States on bird control programmes
is contained in the Green Booklet developed by BSCE.
2.3 In the creation of a committee, the first aim shouId

be to deal with the more obvious hazardous conditions
which prevail at each airport taking into account the local
climatological situation, the density of air traffic, type of
aircraft normally using the airport and an analysis of bird
strikes made over a period of time. This may be done on
the basis of current knowledge. Fundamental ecological
studies and research will have to be carried out with
2.6 National guidelines or regulations should be issued

as a basis for the committee as wellas for orientation
of airport authorities, aircraft
operators
and other
institutions, and also for developing special research and
bird control programmes.

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I C A O 9L37 P A R T * 3
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48414Lb 0028258 2T3
Chapter 3
Roles and Responsibilities of a Control Programme
3.3.2 Longterm activities such as building modifications, drainage and changes to vegetation will have to be
planned and budgeted for as part of the planning process
at the site. Recommendations for the development and
implementation of control activities are identified at the
site with assistance from the regional office.
3.1 GENERAL
3.1.1 A good organizational structure
can
make
dealing with bird strike hazards much simpler. It also
makes policy implementation much easier. Effective
wildlife control policies and programmes should be
centrally administered by the national authority responsible for airports.
3.3.3 The regional offices can help direct airport

resources where they are needed and the effectiveness of
birdcontrol activities can be measured. The continued
operation of the wildlife control/environmental authorities
co-ordinator, reporting procedures, and
the
wildlife
control/environmental authorities committee will ensure
that problems are identified and corrected.
3.2 THE ROLE OF HEADQUARTERS

3.2.1 Thenationalauthority
responsible for airport
operations should develop policies, standards and
guidelines in consultation with corresponding regional
authorities and the national bird strike committee.
3.4 ROLE OF THE AIRPORT MANAGER

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

airport manager is given the responsibility to take any
action deemednecessary to implement this policy and
minimize the bird strike rate at the airport. This includes
the development and implementation of an airport wildlife
control programme.
3.4.2 Each airport is to implement a programme
tailored to conditions on the site, with assistance from
headquarters, regional offices, or other outside agencies.
The airportmanager should appoint an airport wildlife coordinator, bird hazardcontrol
officer and a wildlife
control committee (bird hazard control co-ordinating
committee) which will develop and implement the specific
programme.
3.3 ROLE OF THE REGIONAL OFFICE

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

AND THE AIRPORT WILDLIFE
CONTROL CO-EE
3.5.1 The wildlife control committee is to include
those offices involved in bird control or airport planning
and operators that may affect bird control. This may
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I C A O 9337 P A R T * 3
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464343b 0026259 13T
Airport Services Manual
4.
indude- airport maintenance, air traffic services, flight
services, rescue and fire fighting services, security, duty
managers, marketing, planning, finance, etc. The
committee must -review strike reports an&daily activity
records to determine effective control measures.
.=
3.5.2 The
airport
wildlife co-ordinafor should
establish theresponsibiEities ofthevarious officesinvolved.
;The officers respansibilities.must permit the time required
to co-ordinate end be invdvedinbird
control and
reporting, The bird hazard co-ordinator at the site must
review strike reports, dairy activity records and maintenance reports to determine the requirement for short or
tong term control programmes. Proper cost-effective
control measures need proper reporting.
3.6 THE EMPORTANCE OF REPORTING

3.6.1 A good bird control programme depends upon
good reporting. It is the basis
of
any bird control
programme. Data may come from bird sightings, maintenance problems, strikes, and bir& control activities.
Reporting must also involve pilots and aircraft operators as
well as those at the site. Reviewof this data identifies
problems at the site and may indicate the effectiveness
of current bird cvntrols. The report of near-missesis
important as we11 since it can represent a situation as
serious as an actual strike. The report of a near-miss
indicates the presence of birds in the area of operating
aircraft. The concern that States have should not be
whether a strike occurred, but rather that birds are near
operating. aircraft.
3.6.2 Determination of
the
reporting procedure
should be co-ordinated by one office so that there is proper
review. This procedure should be familiar to all airport

personn21; All reports should be directed to the wildlife
control co-ordinator who forwards them to the regional
office or Headquarters.
3.6.3 Good reporting at the site reduces the airports
Iiability in the event of an aircraft accident resulting from
a significant bird strike. Proper reporting indicates that a
bird contr6l programme isinplace
and that airport
management takes action to reduce the number of bird
strikes at the site (see also Chapter 6).
3.6.4 Although reporting of bird strikes is done at a
national levet, effective results are also achieved through an
international programme. An international programme
permits comparison of strike rates in different areas and
also provides for information on a strike incurred by an
aircraft operatoroperating in a foreign State tobe returned
to that State. For this purpose, ICAO has organized the
ICAO Bird Strike Information System (IBIS). This system
consists of the report forms shown in Figures 3-1 and 3-2,
computer storage of strike reports and analysis of strike
data.
3.6.5 Statesare requested to report all bird strikes
to aircraft, using the forms inFigures 3-1 and 3-2. To
implement a reporting system an office in the national
administration should be charged with the responsibility of
distributing strike report forms, collecting completed
forms and forwarding them to ICAO. The report form has
been designed for reproduction by States, but it should be
noted that the addresses to which the form is to be returned
in each State, as well as the State address to which bird
remains should be sent, need to be shown. A complete
description of IBIS wilIbe found in the Manua! on the
ICAO Bird Strike Information System (ZBIS) (Doc 9332).
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Part 3. Bird Control and Reduction

Chapter 3. Roles and Responsibilities of a Control Programme
Send to:
..............................
Aircraft MakelModel ....................
Operator
om2
.....................
AircraftRegistration
....................
oyoe
rn
dawn OA day UBdusk U c night OD ....
10
.....................
Runway Used ..........................
fog
rain
Bird Species'
14
17
OE
OF
OG
Reported by
Seen42
Strucku
@A
O A
Struck
0
0
19
(7
21
2-10
E6
0 6
11-100
more
oc
O C
OD
OD
Size of Bird44
OH
small
medium
large
OM
OL
Pilot Warned of Birds45

yes
OY
Part@) of Aircraft
Os
Damaged
18
022
0
0
0
23
0
24
025
0
0
026
41
16
radome
windshield
nose (excluding above)
engine no. 1
2
3
4
propeller
wingkotor
fuselage
landing gear
tail
lights
other (specify)
.........
Number of Birds
15
en route
descent
Oc
approach
OD landing roll
0
3
8
Om
Om
snow
13
..................
Height AGL ............ f f
Speed (IAS) ............
kt
OA
OB
Oc
Precipitation
11m
Locationif En Route..
OA
OB
0%
nocloud
some cloud
overcast
08
Aerodrome Name..
parked
taxi
take-off run
climb
0s
Sky Condition 37
.... month .... year ....

...........................
Phase of Flight
0s
033
0%
07
day
Localtime..
none
abortedtake-off
precautionary landing
engines shutdown
other(specify)
o m
Engine MakelModel
Date
Effect on Flight
Remarks (describe damage, injuriesand

other pertinent information)
27
028
029
030
31.
0
0
0
0
..................................
'Send all bird remains including feather fragments to:
THIS INFORMATION IS REQUIRED FOR AVIATION SAFETY

Sample Form 1
FiguFe 3-1.
Birdstrikereporting
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46147
.............................................
.............................................
.............................................
.............................................
(Optional)'
no Ox
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form
? I C A O 9337 PART83
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484143b00282b3898
m
6
A.
BASIC DATA
......................................................................
Aircraft MakelModel ...........................................................
Engine
MakelModel
............................................................
Aircraft Registration.. .........................................................
strike of Date
day ............month . . . . . . . . , , . . y e a r . . . . . . . . . . . .
:....................
Aerodrome/Location if known.. ............................
Operator
B.
03104
05106
07
08
11/12H4
COST INFORMATION
Aircraft time. out of service
C.
01/02
..............................................
hours
52
Estimated cost of repairs or replacement
U S . $ (in thousands).
..................
53
Estimated other costs

(e.g. loss of revenue, fuel, hotels)
U S . $ (in
thousands).
..................
54
SPECIAL INFORMATION ON ENGINE DAMAGE STRIKES

Engine position number
Reason for failurelshutdown
56
58
uncontained failure
OA
O A
fire
O B
OB
- vibration
oc
oc
- temperature
0 0
0 0
OE
D E
OY
O Y
shutdown
shutdown
- fire warning
shutdown - other (specify)
..........................
shutdown - unknown
shutdown
0 2
0 2
o z
0 2
Estimated percentage of thrust loss'
-59
6
0
-81
-62
Estimated number of birds ingested
-63
-64
-65
6
6
Bird species
......................................................................
These may be difficult to determine but even estimates are useful.

Send all bird remains including feather fragments to:
Reported by
......................
Sample Form 2
Figure 3-2. Supplementary bird strike reporting form
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41
ICAO 9337 PART*3
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4843YLb 0 0 2 8 2 6 2 72Y
Chapter 4
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How to Organize an Airport Bird Strike

Control Programme
need for improved airport facilities can be a problem. This
can cause delays in the implementation of important
wildlife control recommendations. It will soon become
evident that while some of the recommendations can occur
very readily without additional funds or equipment, others
will require major modifications. It is therefore important
that planning personnel be informed regularly of the
requirements for projects to reduce the attractiveness of the
airport to birds; and to stay abreast of work needed and
changing conditions.
4.1 An integrated approach is necessary for a successful bird control programme. The airport groundstaff who
operate the programme (at most airports) should ensure
that all parties involved in airport use are informed of
operations. The concern for bird control should be made
aware to thosein
air trafficcontrol
(ATC), airport
maintenance, planning, finance, marketing, as well as
aircraft operators.
4.2 Often ATC personnel will be responsible for
requesting that ground staff clear certain areas of the
airport of birds, ATC must be kept up to date on the
control initiatives in place. All field personnel must be
aware of the controlprogramme and thetechniques in use.
These people should be in contact with ATC so that if there
is a problem on the field, they can tell ATC about it and
take appropriate action.
4.5 Finally, the aircraftoperatorsshould be informed

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

budgeting at the airport must realize the importance and
projects
seriousness of the bird strikehazard.Planned
must be carefuly reviewed to ensure that they are not
attractive to birds during andafter construction. The
determination of crop types as well as the practice of
grassland use by mowing or cutting is important for
projects involving agricultural leasesof
airport lands.
Crops and land uses attractive -to birds should not be
approved.
4.6 In summary, a very integrated approach should

evolve and develop to control birds at airports. Field and
ATC personnel must communicate to ensure proper
control. Planning and financial personnel at sites should
ensure that planned projects donotattract
birds and
compound the problem. The allocation of monies for bird
control should be a regular operating cost and procedure.
Finally, aircraft operatorsusing the airport facilities should
be aware of control procedures and should-agree to assist.
4.4 Financial personnel and project planners will, no

doubt, find problems in assessing costs and finding funds
for specific projects. Balancing of expenditures with the

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Chapter 5
Aircraft Operators
._
these airline strikes account for 90 per cent of all bird

strikes. Airports however should not overlook the effect
that bird strikes may have on the general aviation
community as wen since at some airports these represent
the majority of the aireraft movements.
5.1 Differ'ent aircraft can be more at risk to bird

strikes. As aircraft fly faster and more quietly, bird strikes
become more of a problem. New generation aircraft-with
high by-pass engines seem more susceptibIe to damage.
5.2 It is the responsibility of the aircraft operators to

participate in the national wildlife control programmes
since it is the aircraft and the travelling public that the
airport authorities are protecting. Through the operating
of wildlife control programmes, airport authorities are
assisting in making air travel safer.
5-4 In some cases, it is believedthat an absence of bird

strike reports is not due t o strikes not occurring but is
because fixed baseaircraftoperators,
and the- general
aviation community, are faiIing to report them. Efforts to
increase the involvement of the aircraft operators in bird
strike reporting praggrammeswilI help increase reported
strikes.
5.3 The majority of bird strikes reported to ICAO are

strikes to an airline-operated aircraft and, in some states,
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Chapter 6
as a Potential Hazard
6.1 It is difficult to establish whether a species of bird

is a hazard to aircraft. The way to do this is to count the
number of a certain species which is present and prevalent.
The number of birds which pass over the site during
migration is also a factor as well as bird populations and
their movements in the area of the airport itself and in its
vicinity. Bird species inhabiting the open landscape are a
greater hazard to aircraft than speciesliving mostly in
woodland areas.
and quieter new generation turbine-engine aircraft become

more numerous. Airport personnel and committee
members must examine bird strike records so that the
determination of the high risk species at thesite is possible.
6.4 The collection of all available statistics for the site

is important, including bird strike reports, type of aircraft,
and number of aircraft movements. By analysing this data,
the determination of the bird species most hazardous will
occur. The reporting of bird strikes and the preparation of
a summary of the reports must occur as well.
6.2 Any bird, even a small one, has the potential to

cause major damageto anaircraft. The larger the bird, the
greater the damage is expected to be from a single strike.
There is also a greater likelihood of a strike if there is a
great number of birds of the same species. Birds that fly at
high dtitudes are still a threat since their paint of arrivaI
or departure may be near the airport site. Therefore, birds
which represent a great threat t o aircraft are Iarge birds and
flocking birds, while large, flocking bird species are the
greatest threat.
6.5 In a large portion of bird strike reports, thereis no

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

airport at all times, every reasonable effort ta do so is
crucial. Any bird is a potential hazard. This is especially
true as bird numbers and bird size increase and as the faster
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Chapter 7
-
Environment Management and Site Modification
7.1 Birds occur on airport property for a variety of

reasons; however, they are usually attracted by such
essentials to life as food, water and shelter, often to be
found on or in the vicinity of an airport.
production. This is done to generate revenue and minimize

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

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

national laws, be carried out at suitable intervals keeping
in mind the type of grassland, plant species, animals,
hydrological situation,ground water and environmental
conditions.
7.8 Refuse dumps. If a dump is in the vicinity of an
airport, theremay bea requirement to provide bird control
atthe dump site to reduce its attractiveness to birds.
Whether or not a refuse dump attracts birds that are a
potential threat to aircraft depends on the location of the
dump in relation to the airport, the type of refuse, and the
types of birds expected in the vicinity. Dumps which take
only refuse such as building waste, with nothing to attract
birds, will not be a hazard.
7.3 Before undertaking an actual programme of

environment managkment, it is important to first carry out
an ecological survey of the area so that the plan can deal
with specific trouble areas. These areas willbe directly
related tothe problem bird species atthe site. Good
reporting programmes can provide the basis for
an
ecological survey. From this, prioritization of activities or
projects within the plan may then occur. There are many
bird attractants that an environment management plan
may control.
7.9 It is desirable to bring about national and local

legislation which will establish firm procedures prohibiting
the establishment ofnew dumps close to airportsand
provide for theclosure of existing ones if this can be proved
to be necessary. It is suggested that dump sites be no closer
than 13 km from airport property. The proper siting of
dumps can reduce any hazard they might create near
airports. The opening of a dump even under strict control
in the immediate vicinity of an airport can create a hazard
and therefore its location should be carefully analysed by
a group of specialists on bird problems.
Food
7.4 It is difficult to remove all food sources for birds
on airports. As grass is the common vegetation on an
airport, grassland management has an important influence
on food available to birds. All agricultural measures like
mowing or hay making attract birds because of the
disturbance of soil animals.
7.5 Birds may enter airport lands in order to feed on

mice, moles, earthworms, insects and spiders as well as on
berries, seeds or agricultural crops. These sources of food
are very attractive to a variety of birds. Chemicals may be
used on airport lands to reduce the foodsavailable to birds.
7.10 Very few methods are available for preventing

birds from feeding at refuse dumps. Scaring techniques are
of only limited value, and it is impossible to bury refuse
sufficientIy rapidIy to prevent birds gaining access to some
of it. The only method likely to be acceptable is to cover
the tipping area by wires or a bird-proof net.
7.6 Agriculture. Airportland that is not used for

airport operations is often leased for agricultural
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Chapter 7. Environment Management and Site Modification
Water
7.11 Surface water is attractive to birds, and on
airport property it should appear as little as possible. Pits
or depressions filled with water should be drained and
clogged waterways should be cleared. By covering
necessary water bodies, such as lagoons, with wires or
netting, birds are inhibited from landing.
7.12 Drainage ditches clog up with vegetation or
eroded soil and the flow of water is impeded. Insect and
aquatic life flourish in clogged ditches. Clearing the ditches
at regular intervals is important. They should be graded so
that the water will run off as rapidly as possible and help
keep them clear. Grass and other vegetation should be cut
on the sloping banks. Bank slopes of drainage ditches
should permit mowing with conventional equipment to
reduce cover. Where practicable, the situation can be
improved by replacing ditches with buried drain pipes.
7.13 In the vicinity of airports, artificial and natural
lakes increase the bird strike hazard depending on thesize
and the shape of the lake, its trophological state and the
surroundings. In every case an ornithologist/biologist
should evaluate the ecological conditions of the whole
vicinity as well as migration in the area, possibly by special
radarornithological studies. The bird strike hazard can be
reduced if the lake is made smaller and the shores steeper,
and if fishing, hunting and water sports are forbidden.
Filling a lake with soil or covering the surface with wires
and nets are two of the better solutions to the problem.
Shelter
7.14 Birds often seek shelter onairport property,
usually in hangars and in nooks of other buildings. Birds
also seek the open spaces on airport property for safety;
this gives birds a clear view of their surroundings in all
directions. Nesting will usually occur about the buildings
on theairport, and it may also occur in shrubbery or
forested areas or on the ground.

I1
7.15 Vegetation. Trees provide food, protection, and

nesting sites for birds and serve as look-out perches for
predatory birds. Trees should be cut back to atleast 150 m
from the runway or taxiway centre line. The prevalent
species of tree or type of forest determine what kinds of
birds will be attracted to an area. Woodland areas, for
instance, attract few birds of the open landscape. Planting
trees, shrubs and hedgerows may, therefore, reduce the
bird strike hazard. It is important, however, to choose
pIant species thatdonot
provide seeds or berries that
attract birds or that provide ample shelter, roosting and
nesting sites. It may be necessary to check with an expert
for the ones best suited to the task. In every case the
ecology of the area must be taken into account.
7.16 Ground cover. Some form of grass is commonly
used as ground cover at most airports and there has been
discussion regarding the height at which the grass should be
cut. The height will vary depending upon which type of
bird is a problem. Most birds dangerous to aircraft prefer
short grass; there is onIy a small percentage of bird species
which prefer long grass, e.g. partridges, pheasants and
some small birds with low weights.
7.17 It is recommended that grass be maintained at a
height of 20 cm or more. Gull-type birds often rest on short
grass where they can see danger approaching; they also
forage for food in short grass. By allowing grass to grow
to a height of 20 cm or more, birds do not have good
visibility and feeding is hindered. The only difference
between the long and short grass technique is the way it is
cut.
7.18 It is possible to use specialseed mixtures when
planting new grassland areas. Such mixtures can limit the
grass length to medium heights and the frequency of
mowings can be reduced.
7.19 The application of organic and inorganic
fertilizers as well as compost materials should be reduced
to theminimum so as to decelerate the growth of the grass
and reduce the frequency of mowings required.
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Chapter 8
Dispersal Methods
important to develop well devised strategies before using

scaring devices to avoid having panic stricken birds fly into
aircraft &ring landing or take-off operations,
8.1 GENERAL
8.1.1 After environmental modifications of the site

are complete, the dispersal of birds from the airport may
still be necessary. There are various dispersal methods with
varying levels of success. Depending upon the situation at
a particular site, many methods may Raue to beused once
one loses its effectiveness. In mast cases it is effective to use
a combination of more than one method and by varying the
approach used and the combination of scare techniq.ues,
effectiveness can be increased. Continual harassment has
been found to greatly reduce the bird population on
airports.
8.1.2
8.2.3 Although auditory deterrents are extensively

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

of the method is known immediately. Scare tactics can
include pyrotechnic devices, gas cannons, light and sound,
chemicals, trapping and falconry.
8.3 VISUALDETERRENTS
8..3.1 Visual. deterrents include:
8.2 AUDITORY DETERRENTS
a) scarecrows;
8.2.1 Auditory deterrents include:
b) flags and streamers;.
gas cannons;
c) lights;
pyrotechnics;
d) predator models;
distress calls;
e)hawkkites;
and
alarm calls; and

f) gull models.
8.3.2 The effectiveness of visual deterrents has been

assessed primarily in terms o f reduction of damage to
crops; however, the techniques may also work in an airport
environment. Habituation is a problem with visual
deterrents as well as with the auditory deterrents.
8.2.2 The above auditory deterrents include both

naturaland
man-made sounds used to disperse birds.
Natural sounds that may be useful in dispersing birds
include calls given by birds when they are alarmed. or in
distress, and calls of predators. Man-made sounds may
include gunfire sounds produced by gas cannons or shell
crackers, and abstract sounds produced electronically. It is
8.3.3 Transient birds are more likely to be scared by

visual deterrents since thechance to habituate to these
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Chxpter d D f s p r d Methods
13
tactics does not arise. The probkm remains with-resident

birds that are attracted to the airport by its permanent
features. A combination of visual and auditory deterrents
(usually expIoders) sometimes has increased effectiveness.
8.4 BARRIERS
8.4.1 Airports provide the necessities of life - food,
water, and shelter - for many wildlife species. If a species
cannot gain access to these necessities, they will be Iess
likely to be a problem on airport property. Use of physical
barriers to prevent access can be a permanent solution to
a wildlife problem.
g.6 REPELLENTCHEMICALS
8.6.1 Chemicals may also be used to repel birds at
some airports. The success of application is controversial
and dubious. Tn some States these repellents are forbidden
by law. Most often,chemicals are used to foul an
area that
a specks d bird fiids most attractive. By spraying the area
with certain chemicals, birds wilt stay away; however,
certain chemicals may only be successful on certain bird
species. Once again, it is important to ensure that the use
of any chemical repellents be safe to theenvironment and
to non-target species, and not pollute runoff or nearby
watersheds. There are two types of repellent chemicals, i.e.
tactile and behavioural.
8.6.2
8.4.2 Physical barriers that are useful against birds
include several devices that prevent birds from roosting or
nesting in or on
buildings and ledges. Netting, for example,
can prevent birds from nesting on buiIdings and may also
prevent birds from feeding on crops on airport agricultural
leases. Barrier systems work by deterring birds from
landing rather than physically excludingthem. This system
consists of a grid of fine wires stretched above the surface
of the feature, such as a ledge or a food or water source,
that is attracting birds.. Buildings and other structures
designed to prech.de the existence of convenient nesting or
roosting places for birds, or using plastic or metal surface
materials that pxeuent nesting are other examples of the use
of barrier methds.
Tactilerepellents
8.6.2.1 There are several kinds of chemical repellents

that may be useful in bird control on airports, The most
common type for birds are tactile repellents which are
sticky substances that deter birds from roosting on ledges
and otherflat
surfaces. Although application of the
repellent is fairly labour intensive, the treatment is effective
for up to one year.
8.6.2.2 The
repellents are:.
most
common
commercial
tactile
a) Tacky-Toes Bird Repellent Pasfe;

b) Bird Tanglefoot; and
c) Shoo Bird Repelrent Paste.
8.5
LETHALCHEMICALS
8.6.3
8.5.1 Chemicals to kilI birds fall into three categories:

(1) acute toxicants which kill shortly after ingestion of a
single lethal dose, (2) anticoagulants and decalcifers which
usually require ingestion of several doses over a period of

days, and (3) fumigants which suffocate burrowing animals
and can also kill birds in confined areas. .
8.5.2
Behaviouralrepellents
8.6.3.1 These repellents can cause visible symptoms of

stress in birds. Unaffected members ofthe
flock are
fri'ghtened by the behaviour of the affected individuals and
disperse. The chemical must be placed in bait and eaten by
the birds. Avitrol is the most common behavioural
repellent.
The most common methods to poison birds
include:
a) poison perches; and
8.7 THIRD-PARTYCHEMICALS
b) bait stations.
8.5.3 It is to be noted that poisoning of birds is
forbiddenin
some States, with the exception of the
calamitious occurrence of pest birds.
8.7.1 These chemicals eliminate bird attractants on

airport property. It may include any pesticide to control
insects or mammals that birds eat, or any growth-inhibiting
herbicide for grass or defoliant to control weeds, seeds, or
berries that birds enjoy. Third-party chemicals should be
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used carefully and applied by irained personnel to ensure
minimal environmental disruption. In some States these
chemicals are forbidden by law.
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8.8 .TRAPS
8.8.1 Traps can kill or capture birds alive for transport

to a release area off the airport. Since live-trapping is timeconsuming and costly, it is commonly used for protected
species or for species with a high public profile. Livetrapping of birds that are not protected can readily be
undertaken by airport personnel. In some States all bird
species are protected bylaw and therefore trapping is
alIowed only on the basis of special regulations.
8.8.2 Trapping many species
of
wildlife
requires
knowledge of the animals habits and skill in placement of
traps and use of baits. rn many cases the knowledge and
skill required are fairly easy for airport staff to develop.
8.8.3 Traps that may be used for birds include:
a) live traps; and
b) raptor traps. ,

8.9 MISCELLANEOUSTECHNIQUES
8.9.1 There are other bird control techniques.
Benomyl and/or Kainite can controI theearthworm
population on^ airport lands, especially along runways and
taxiways. Ornitrol can reduce the fertility of birds and
ultimately reduce the population. Methiocarb is a chemical
applied on vegetation to deter birds from feeding, however
high concentrations are necessary. In some States these
chemicals are forbidden by law.
8.9.2 Falconry is in use in some States. This involves
the use of predatory birds such as falcons, hawks, or owls
to drive birds away. The technique is considered highly
expensive due to the planning, strategy, etc. required. In
some States falconry is rejected as a bird control technique,
usually because falcons and other raptors arethreatened by
extinction and itis not possible to breed them efficiently in
captivity.
8.9.3 Research in the area of dispersal of birds from
an airport should continue, to ensure that the most up-todate dispersal and detection techniques are used. As
present techniques become inadequate, new technologies
should be available as suitable replacements. Policy makers
should realize the importance of on-going research in this
field and should allot funds accordingly.
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Chapter 9
Staffing Airport Bird Control Programmes
9.4 Thecontracts should include the provision of

personnel and equipment to be used for the control of
birds. It should also specify that personnel have specific
knowIedge of airport bird problems and control measures.
9.1 The first consideration in a bird controI

programme should be to implement environmental
modifications to make the airport unattractive to both
birds and mammals. Over time it will be most effective to
apply a combination of environment management
programmes and special scaring techniques.
9.5 When setting up a contract,it is necessary to

ensure that the contract addresses the following:
9.2 At some airports, birds may pose a problem only

for a short period of time due tomigration or a temporary
attraction at the airport. Agricultural activity, weather or
food may attract large numbers of birds that have to be
scared off the airport until the attraction is removed or
goes away. This is usually for a short period of time
ranging from a few hours to a few weeks or a month. On
the other hand, at the larger, busier airports, bird scaring
goes on every day, all year to ensure that large numbers of
birds are not present on the airport.
a) hours of operation;
b) species to be controlled;
c) level of service;
d) equipment to be provided by the contractor;
e) accountability of contractors staff;
f) deviation from the contract;
9.3 Bird scaring is usually conducted by airport staff.

Staff from airport maintenance, rescue and fire fighting
personnel, or security will undertake the task as required.
As the amount of time required increases, it becomes more
difficult to allocate these human resources from within
airport personnel. When it is not possible to allot the
required resources, the contracting out of airport wildlife
control becomes a cost effective alternative.
h) documentation of deficiencies.
9.6 The effectiveness of the use of a contractor to

control birds can be seen in the reduction of the number of
birds constituting a potential hazard to aircraft operations
at an airport.
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Chapter 10
Incompatible Land Use Around Airports
10.1 The concept of compatible land use planning is

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

d) garbage dumps and Iandfill sites;
e) factory roofs and parking lots;
f) theatres and food outlets;
g) wildlife refuges;
10.2 Some communities and airports have reached the
point where the effect of land use planning guidelines may
be minimal. However, there are still instances where their
use will result k more compatibie airport and community
development. Implementation may taketheform
of
aviation system plans, legislation for compatible land uses,
easements or land zoning.
h) artificial and natural lakes;
i) golf-, polo-courses, etc.;

j) animal farms; and
k) slaughter-houses.
10.3 It has long been recognized that land use around

the airport can influence bird strikes to aircraft. Birds can
be attracted to areas near the airport and in turngo to the
airport for food, water, resting or shelter. Some birds may
also be struck outside airportproperty, over a landuse that
attracts them. In fact, 21 per cent of bird strikes reported
to theICAO IBIS system occurred off airport. An on
airport bird strike is that which occurs between 0 to 60 m
(0 to 200 ft) (inclusive) on landing and 0 to 150 m (0 to
500 ft) (inclusive) on take-off.
10.5 In applying the guidelines on incompatible land

use, one must consider the location of a proposed land use
in relation to the airport. The location of attractive land
use beyond the recommended distance could still create
flywaysover the airport or through flight paths at the
airport. In some cases more than one possible use of an
area may have to be considered to ensure that bird hazards
will not be increased at or near the airport.
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10.4 Land uses which havecaused specific problems at

airports are:
10.6 Regulations should be placed on the use of lands

surrounding airports to reduce their attractiveness to birds.
These regulations shouId be directed at all land uses
mentioned above. Prior planning is necessary to ensure
that incompatible land uses are not allowed to become
established.
a) fish processing;
b) agriculture;
I6

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Chapter 11
Evaluating the Wildlife Control Programme
6. Has a reporting procedure been developed covering

all aspects of the bird control programme?
11.1 The following questions are directed at airport

management - specifically the airportmanager - and are
designed to assist in determining if there is an effective bird
control programme in place at an airport.
7. Has a land use plan been established with regard to

effective land use on andoff theairport as it
pertains to the bird control programme?
1. Has a wildlife control programme been developed?
2. Has
the wildlife
implemented?
control
programme
8. Has a list of all bird attractants at the site been

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

airport been completed?
3. Has a wildlife control officer atthe site been

appointed and responsibilities assigned?
4.
10. Have birdcontrol methods been researched and

impIemented at the airport?
Has a training programme been developed to train

those involved in the bird controI programme?
11.2 If the answer to any one of these questions is

NO, an effective bud control programme may not be in
place at theairport. The airport bird control programme is
only one aspect of a national programme.
5. Has a wildlife control co-ordinating committee
been established with well defined responsibilities?
17
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Appendix
2. Other publications:
Handbook of WiIdlge Controt Devices and Chemicak

(AK0947O)i Transport Canada
Green Bookle& Bird Strike Committee Europe (BBSCEk
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ICAO TECHNICAL PUBLICATIONS

The following summary gives the status, and also
describes in general terms the contents of the various
series of technical publications issued by the International Civil Aviation Organization. It does not
include specialized publications that do not fall specifically within one of the series, such as the Aeronautical
ChartCatalogue
or the MeteorologicalTablesfor
International Air Navigation.
International Standards and Recommended Practices are adopted by the Council in accordance
with
Articles 54, 37 and 90 of theConventiononInternational Civil Aviation
and
are
designated,
for
convenience, as Annexes
to
the
Convention.
The
uniform application by Contracting States of the specificationscontainedintheInternationalStandards
is
recognized as necessary for the safety or regularity of
internationalairnavigation
while theuniformapplication
of
the
specifications
in the
Recommended
Practices is regardedasdesirable
in theinterestof
or efficiency of internationalair
safety,regularity
navigation. Knowledge of any differences between the
national regulations or practices of a State and those
established by an International Standard is essential to
the safety or regularity of international air navigation.
In the event of non-compliance with an International
Standard, a Statehas, in fact,anobligation,under
Article 38 of the Convention, to notify the Council of
any
differences.
Knowledge of differences
from
Recommended Practices may- also be important for the
safety of air navigation and, although the Convention
does not impose any obligation with regard thereto, the
Council has invited Contracting States to notify such
differences in addition to those relating to International
Standards.
Regional Supplementary Procedures (SUPPS) have a

status similar to that
of PAKS in thatthey are approved
by the Council, but only for application inrespective
the
regions. They are prepared in consolidated form, since
certain of the procedures apply to overlapping regions
or are common to two or more regions.
Thefollowing publications are prepared by authorit_r

of the Secretary
General
in accordance with the
principles and policies approved b1 the Council.
Technical Manuals provideguidanceandinformation in amplification of the International Standards,
RecommendedPracticesandPANS,the
implemcntation of which they are designed to facilitate.
Air Navigation Plans detail requirements for facilities and services for international air navigation in the
respective ICAOAirNavigation
Regions. Theyare
prepared on the authority of the Secretary General on
the basis of recommendations of regional air navigation
meetings and of the Council action thereon. The plan>
are amended periodically to reflect changes in requireof the
mentsandinthestatusofimplementation
recommended facilities and services.
ICAO Circulars makeavailable specialized information of interest to Contracting States. This includes
studies on technical subjects.
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Procedures for Air Navigation Services (PrZNS) are

approved by the Council for world-wide application.
They contain, for the most part, operating procedures
regarded as not yet having attained a sufficient degree

of maturity for adoption as International Standards and
Recommended Practices, as well as material of a more
permanent character which is considered too detailed
forincorporationinanAnnex,
or is susceptible to
frequent amendment, for which the processes of the
Convention would be too cumbersome.

Not for Resale
@ ICAO 1991
5/91,
ElPl12600
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Order No. 9137P3

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9137 P3 Bird Control

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9137 P3 Bird Control

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I C A O 9137 P A R T * 3

Approved by the Secretary General

INTERNATIONAL CIVIL AVIATION ORGANIZATION

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Published in separate English, French, Russian and Spanish

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

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birds and mammals in their airport wildlife control

According to theprovisions of Annex 14 there is a need for

m 4B43436 0028255 594 m

Chapter 2 Organization of a National

Chapter 3. Roles and Responsibilities of a

Chapter 6. Classification of Birds as a Potential

Chapter 8. Dispersal Methods

Chapter 9 . Staffing Airport Bird Control

Chapter 10. Incompatible Land Use Around

Chapter 11. Evaluating the Wildlife Control

Chapter 4 How to Organize an Airport Bird

Chapter 7 Environment Management and Site

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1.1.1 Birds have been a potential hazard to aircraft

1.1.2 In time, the speed of aircraft increased and

1.1.5 Thecosts of down-time for inspection and repair

- the total number of significant bird strikes (occurrence

while 15 per cent occur during night time with the

- 65 per cent of the strikes involve a turbo fan (over

- 29 per cent of the strikes occur during approach while

1.1.4 Damage to aircraft inflicted by a bird strike is

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

Organization of a National Committee

2.1 Aswith any problem, a thorough analysis must

committee members helping directly with a project.

2.5 Regional and international committees, such as

2.3 In the creation of a committee, the first aim shouId

2.6 National guidelines or regulations should be issued

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Roles and Responsibilities of a Control Programme

3.3.3 The regional offices can help direct airport

3.2 THE ROLE OF HEADQUARTERS

3.4 ROLE OF THE AIRPORT MANAGER

3.4.1 Because of the importance of bird control, each

3.3 ROLE OF THE REGIONAL OFFICE

3.5 ROLE OF THE WILDLIFECO-ORDINATOR

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