WORKING TOGETHER TO ENHANCE

AIRPORT OPERATIONAL SAFETY

Aerodrome Operational
Management

Presented by: Juan Manuel Manriquez

Aerodrome Certification Workshop, Tirana,
Albania
Date: 15 to 17 January 2019
 Aerodrome Operational
Management

After conducting 99
APEX in Safety
reviews around the
globe, the most
common opportunity
for improvement is
Operational
Management.
Aerodrome Certification

⋅ Where is my airport in terms of certification?

⋅ What challenges are we facing?

⋅ Bureaucracy?
 Example

⋅ Airport Operator
• We submitted the aerodrome manual to the CAA but they have not
come back with comments
• Our concession contract does not stipulate the required investment for
runway strip, RESA and other important projects

⋅ Civil Aviation Authority:

• The airport submitted the aerodrome manual but it was informal.
• We have many comments to aerodrome manual
• The airport have to invest and correct all non-conformities with the
runway strip, RESA and other important projects
 •RESA

•Minimum separation distance

•Runway strip
Who is accountable?
Few years later
 Example

⋅ Airport Operator
• We submitted the aerodrome manual to the CAA but they have not
come back with comments
• Our concession contract does not stipulate the required investment for
runway strip, RESA and other important projects

⋅ Civil Aviation Authority:

• The airport submitted the aerodrome manual but it was informal.
• We have many comments to aerodrome manual
• The airport have to invest and correct all non-conformities with the
runway strip, RESA and other important projects
 •RESA

•Minimum separation distance

•Runway strip
 Example

Within 3 months

⋅ Airport Operator & CAA

• Formalized the process for initiating the certification
• Phase one of the certification process completed
• Both airport and CAA are working together with the aerodrome manual
and it is expected to be completed along with phase II of the
certification process by June 30 2016
• High level negotiations in progress for the required investment in
infrastructure, including an addendum to the concession contract.
Aerodrome Certification

⋅ Where is my airport in terms of certification?

⋅ What challenges are we facing?

⋅ Bureaucracy?
 Integrated Operations Control Centre
(IOCC)
Airport Operator Control Centre (AOCC) // Airport Operations Centre (AOC)

• Stand allocation
• Maintenance
• Security
• CCTV
• Airlines
• Baggage handling system
• Ground handlers
• Immigration & Customs
• Emergency response
Operational coordination and integration
Bangalore International Airport

Hamad International Airport

 IOCC
The allocation officers collect all relevant information and updates from the other stakeholders
and continually fine-tune the allocation according to the following dynamic factors:

• Delays; • Unavailability of resources such as stand or gate

repairs, PBB unserviceability, etc.;
• Early arrivals;
• Aircraft returning to the ramp after aborted take-offs;
• Changes in aircraft types or
changes of the aircraft rotation • Changes of airline/handling priorities (e.g., VIP on
(inbound/outbound flight board, special cargo, load factors, availability of
connections); towbar or suitability of towbarless tractor, etc.);

• Official requirements for • Volunteer and mandatory safety reporting

security, customs or public
health authorities; • Follow-up/tracking unresolved issues

• Cancellations; • Connectivity with other flights/short transfers; and

• Additional flights or diversions; • Emergency management

 OCC

• To improve the daily reporting and problem solving process (events, incidents, accidents,
trouble calls, etc.) as well as a need to provide an integrated overview of airport operations,
manage and monitor the performance of common airport resources (Check-in counters, gate
assignment/PLB, baggage carrousel, etc.), coordinate the deployment of Ad-hoc resources
where needed and report/notify key information to the duty managers, without delay, for rapid
and effective decision making, a 24/7 Operations Control Centre (OCC) with adequate Duty
Managers, must be implemented.

• With the implementation of an OCC, all events, incidents/accidents and trouble calls will be
reported to one number/one center which will channelize them to the appropriate department
for dealing with each situation.

• The OCC will also be integrated to the Maintenance Management System (MMS) through an
integration process/management software. This will allow the OCC to collect and share data
with the facilities manager for further analysis and to measure the performance of our existing
and critical facilities.
 FOD Management

An Indonesia AirAsia X Airbus A330-300, registration PK-

XRA performing flight XT-401 from Denpasar (Indonesia) to
Tokyo Narita (Japan), completed what appeared to be an
uneventful flight with a safe landing on Narita's runway 34R
and taxied to the apron.

A post flight inspection revealed damage to an engine (Trent

772) consistent with foreign object ingestion.

Japan's Ministry of Transport reported a runway inspection

subsequently showed one of the touch down zone markers
had crumbled with many fragments scattered on the runway.
March 30, 2018 The runway was closed for about 40 minutes. An
Paint found on runway in investigation has been opened to determine why the paint
Narita has peeled off the runway.
 FOD Management

FOD Management

• FOD control
programme
• Awareness
• Training and education
• Prevention measures
• Detection
• Removal
• Evaluation
 FOD Management

Are your inspection records showing

FOD on any part of the airside?
 Friction Test & Rubber Removal

• Ensure that there is a programme for friction test

based on the number of aircraft landing

• Friction tests to be performed before and after

rubber removal

• Records/documentation

• What happens when

friction values are below
the minimum?

• Is the friction tester

certificated?
 Safety Management

An SMS is a system to assure the safe operation of aircraft through effective

management of safety risk.

This system is designed to continuously improve safety by identifying

hazards, collecting and analyzing data and continuously assessing safety
risks.

The SMS seeks to proactively contain or mitigate risks before they result in
aviation accidents and incidents.

It is a system that is commensurate with the organization’s regulatory obligations

and safety goals.

SMS is necessary for an aviation organization to identify hazards and manage

safety risks encountered during the delivery of its products or services.
 Safety Management

Write what you do and do what you have written

• A safety policy communicated to the airport community

• Leading and lagging safety performance indicators
• Hazard Registry / Hazard Identification
• Records of risk assessments
• Records of risk mitigation
• Records of voluntary and mandatory reporting
• Records of safety promotion
 SMS Airport

SMS acft
maintenance
SMS Airlines

-Hazard Identification
-Accident & Incident
notification
-Safety promotion

SMS SMS
SSP CAA Handlers
ATC
 Safety Performance Indicators

Safety Key Performance Indicators (KPIs) are a tool to gather safety data and
monitor and assess safety performance.
How to develop KPI’s:
Developing Safety KPIs can be They should be:
difficult. It is essential to ensure • Related to the safety objective they aim to indicate
that there is a direct relationship • Selected or developed based on available data and
between the indicator and safety. reliable measurement
The basis for developing an • Appropriately specific and quantifiable; and
indicator is to ensure that:
• realistic, by taking into account the possibilities and
• It is understandable and constraints of the organization
meaningful for safety
management
• It can be validated and it is
possible to monitor
• The data to support the
indicator is available and can
be subject to quality
• control
• It is unambiguous and self-
explanatory
 Safety Performance Indicators

Categories of Safety Performance Indicators

• Lagging or reactive indicators are based on

occurrences and are normally the negative
outcomes the organization is aiming to
avoid.
• Number of occurrences of damage to
aircraft on the runway due to FOD

• Leading or pro-active indicators may derive

from requirements or best practices –
measure processes and inputs being
implemented to improve or maintain safety.
• Number of FOD debris found during
runway inspections (with the potential
to cause aircraft damage)
• Number of planned/executed runway
inspections per day
Exercise: Develop five lagging and five leading
safety performance indicators (10 minutes)
Leading Indicators Lagging Indicators

• number of planned apron • Cat A: damage to stationary aircraft

inspections • Cat B: damage to moving aircraft
• planned number of apron • Cat C: damage from jet blast
sweeping activities • Cat D: equipment / equipment damage
• number of FOD walks • Cat E: equipment / facility damage
organized by airport operator
or other entity
Accidents involving vehicles / equipment are
shown as follows:
• number of accidents per category
• number of accidents (total, Cat. A - E)
 Data collection
What should be reported? What can we do with the data? How SMS uses the data? Safety
Performance Indicators? Leading Vs Lagging indicators?
 What’s your threshold?

2.5

2
Incidents/Accidents

1.5

0.5

0
January February March April May June July August September October November December

Very High High Moderate

Very High Threshold High Threshold Moderate Threshold

www.aci.aero/apex
 Safety Promotion

Canadian Airports Safety

Week is an airport-led initiative
that promotes healthy and safe
work practices among airport
employees.

Twenty-nine airports are

actively taking part this year,
which is being led by the
Canadian Airports Council .

Canadian Airports Safety

Week was first launched in
2015 by the Greater Toronto
Airports Authority, with 24
participating airports.
Safety Week
Safety Week
 Emergency Planning

• The Emergency Plan should be updated regularly

• Training of all airport staff in their role in a major emergency
• Testing of the plan
• Table top exercise: every 6-months
• Partial exercise: at least one each year that a full-scale exercise is not held
• Full-Scale exercise every 2-years or every 3-years with modular tests
commencing in the first year
• Once the plan has been tested, is there a report?
• Is there an action plan to address the issues
gaps in the report?
 MCI

Mass Casualty Incident (MCI)

How is your airport transporting emergency
supplies and equipment to the accident site?
 Disabled Aircraft Recovery

• Consider what you

would do ??

• Shows the need to

have a plan

• Plan for the worst

case scenario
 Disabled Aircraft Recovery

Is your airport ready for this?

 Disabled Aircraft Recovery

• List of Equipment

• Is it Adequate ??

• Training

• Checking of
equipment

• Consider Temp.
Threshold

• Table top exercise

• Airline Kit here ?

 Overview

⋅ Aprons are often the most congested and busiest areas of an airport. They are
home to demanding and complex activities that are carried out under severe
space and time constraints.

⋅ Airport Operations personnel will probably spend the majority of their time
dealing with Apron issues rather than Runway/Taxiway issues, however, apron
areas are the least regulated. Globally, there are no uniform regulations.

⋅ ACI provides guidance material and best practices for apron management.
 SARPs and Guidance Material
Some of the available SARPs and Guidance Material:

• ACI Apron Safety • ICAO Annex 14

Handbook, First Edition • ICAO Doc 9157 Part 4 (Chapter 2 for Markings and
2015 Markers, Chapter 12 for VDGS)
• Apron Markings and Signs • ICAO Doc 9157 Part 2
Handbook, Third Edition • ICAO Doc 9137 Part 8
2017
• ICAO Annex 2 for aircraft marshalling (3.4 and Appendix 1)
• Managing Operations
During Construction, First • ICAO Manual on Ground Handling (draft)
Edition 2018
 Apron Layout

• Constant change
 WELL-DESIGNED APRON

• Enable personnel and equipment to move safely and efficiently around aircraft during
servicing between operations;

• Accommodate the safe, secure and orderly handling of passengers, baggage and
cargo; and

• Provide sufficient lighting for night operations.

•Passenger Terminal Apron •De-icing Apron •Apron Layout

 Apron Layout

Apron Division Areas

• Aircraft Stand

• Apron Taxiway:

• Aircraft Stand Taxilane

• Apron Service Road

• GSE Staging Areas

 Apron Layout

• Self-manoeuvring methods
• Taxi-in/Pushback
Configurations
 Apron Markings

• Apron Markings Plan

• Layout
• Paint application
• Paint type
• Use of glass beads
• Removal of markings
• Water Blasting
• Shot Blasting
• Grinding
• Inspections
 Apron Markings

Different airport.- Different markings

www.aci.aero/apex
 Apron Markings

Same airport.- different markings

Is there an apron makings plan?

Is there a markings schedule?

www.aci.aero/apex
 Apron Markings

Stand safety line and equipment parking line

Vs
No Parking Area

Air Bridge Wheel Position

 Apron Markings
Multiple marshaller and towing stop line or T-Marks

Or
 Apron Markings

Removal of markings

www.aci.aero/apex
 Apron Markings
• Direction to stand markings

• Markings leading to construction site

 Apron Markings
• Design issues

• Vehicle service roads

 Design issues

Aircraft tail over vehicle service road

• Each lane of a service road should be

of a minimum width able to
accommodate the widest equipment in
use at that location, e.g. emergency
vehicles or ground-support equipment.
It is important to mark roads on apron
areas, to keep vehicle traffic clear of
aircraft and taxiways, to minimize the
risk of vehicle-to-vehicle accidents
occurring.

• What is tolerable?
 Apron Markings / Design
• General aviation

• Aircraft tie downs

 Apron Markings
• Lack of markings and signs

• Too many markings

 Apron Markings

Controlled area? Pilot discretion? Ground Handler discretion?

What do you think?

 Apron Markings
• Speed Limits

• Perimeter roads 50 km/h;

• Service roads 30 km/h;
• Tail-of-stand service roads behind aircraft 20 km/h; QUESTION:
• Stands 10 km/h; What are your airport’s
• Reversing 5 km/h; airside speed limits?
• Baggage sorting room 5 km/h
Do you know them?
 Markings Plan

Markings Plan

• Surface preparation
• Glass beads
• Marking procedures
• Layouts?
• Drawings and
specifications?
• Inspections before and
after?
ACI Apron Markings and Signs
Handbook
 Ground Handling

Overview

• Currently GHSPs are the only major stakeholder involved

in the aviation system that is not regulated by international
legislation or certified by State regulatory bodies. Yet every
year a significant number of incidents and accidents
related to ground handling activities are caused on airports
around the world.

• Additionally, there is currently a lack of standardisation in

the approach taken by airport operators regarding the
licensing and safety oversight of ground handling activities
on airports

Help is on the way:

• ACI ground handling policy
• ACI airport ground handling agreement template (draft)
• ICAO Manual on ground handling (draft)
 Ground Handling
Ground handling activities on airports, in particular their safety and regularity, are of a particular
importance to airport operators for a number of reasons, including the following points:

• There are significant numbers of aircraft damage and personal injury accidents, with
consequent costs and delays to aircraft which may, in some cases, involve the airport’s
reputation;

• Airport operators generally have oversight responsibility over the safety of activities on the
apron areas

• The responsibilities and liabilities, between ground handling service providers, airport
operators and airlines, are not always clearly established; and

• The performance, regularity and efficiency of ground handling operations have a direct
impact on the overall performance of the airport operations and an airport’s capacity.
 GHSP and SMS

Should ground handling service providers

implement a Safety Management System?
 Ground Handling

ACI World Policy on Ground Handling

Safety Oversight Licensing Certification

Standards and
Ground handling service Airport operators should recommendations for
providers operating at an provide a license or ground handling service
airport should develop and concession to any third providers should be
maintain a safety party ground handler that developed and monitored
management system. operates on the airport. by industry regulatory
bodies.
 Ground Handling

Safety Oversight

ƒ The airport operator’s SMS should monitor and provide

safety oversight of activities and services conducted as
defined in the ground handling license provided to the
ground handling service provider.
ƒ Ground handling service providers should develop and
maintain a Safety Management System that is
commensurate to their operations on the airport and with
the airport operator’s SMS.
ƒ The ground handling service provider’s SMS should
contain as a minimum:
ƒ A formal mechanism establishing the ground handler’s
obligations in relation with the Airport Authority’s SMS.
ƒ Safety reporting and data collecting/sharing
ƒ Safety risk management (risk identification and
mitigation).
ƒ Safety assurance (safety performance indicators,
monitoring and improving mechanism).
ƒ Mandatory SMS related training.
www.aci.aero/apex
 Ground Handling

Licensing
• Airport operators should provide a license or
concession to any third party ground handler that
has been granted access to operate on the airport.
• This license should detail and govern the
relationship between the airport operator and the
ground handling service provider.
• The license should as a minimum cover:
• Safety, security and environmental oversight and
responsibilities
• Liability and responsibility
• Insurance requirements
A standardized list of
• Services provided items included in an
• Performance standards and airport license is
service levels included in the white
• Cost recovery paper.
• Penalties A standard template
• Compliance with airport will be developed in
regulation
a second phase.
• Equipment
 Ground Handling

Certification

• Standards and recommendations for ground handling service providers should

be developed and monitored by industry regulatory bodies.
• Ground handling service providers should be certified against these standards.
• Oversight should be conducted by national authorities to ensure compliance
with
the established standards and recommendations.
• As a minimum, SARPS should contain requirements for:
• Availability of means necessary to ensure safe provision of ground
services at the aerodrome
• Development of standard operational procedures
• Coordination of arrangements with other stakeholders
• Implementation of training programs
• Implementation of a Safety Management System
• Establishment of an operations manual
• Existing industry best practice should be used as a base for
regulatory developments
 Ground Handling

Tendering Process

Possible adjudication criteria for the tendering process could include:

• Years of experience on a similar airport
• Financial strength
• Insurance liability cover
• Commitment to comply with safety, security and environmental rules and regulations
• Commitment to meet service standards
• Equipment resourcing plan
• Staff allocation plan
• Training plan
• References from existing clients
• Commitments from perspective clients
• Establishment of Safety Management System (SMS)
• Business development plan
• ISAGO or other certification
• Incident / accident record
 Ground Handling

Challenges
 Challenges
Regulatory

• Multiple stakeholders are involved in the development of regulatory

material for ground handling activities, often with different stakes in
the business.
• A common harmonized approach is necessary to ensure the safety
and efficiency of operations
Operation

• Ground handling is a complex activity with multiple actors involved.

• The “triangular” relationship between airlines, GHSPs and airports
tends to lead to “silos” that create barriers to safety improvements.
al

• The pressures put on GHSPs can have a negative impact on safety

and operational performance resulting in incidents or lost airport
capacity.
 Vehicle Driving Permit System

Why do we need a vehicle/driving permit system?

• Provide assurance of driver competence

• Reduce risks associated with vehicle driving on the apron airside) to an acceptable
level as part of the airport’s SMS

• Minimize damage or injury to persons, aircraft and equipment in the apron area
 Airside vehicle operations permit
Airport operators have the overall responsibility:
– Management of the operation of ground vehicles (airside)
– Acceptable condition of all vehicles
– Vehicle licensing system
– All aspects of vehicle and driving standards
 Airside vehicle permit

Granting a permit
• Exercise better control of • All permits should be given for a giver period of time
the number of vehicles • Permits should be colour-coded to access to a specific
and/or mobile equipment area (e.g., cargo apron, general aviation, manoeuvring
units operating airside; area, etc.)

• Monitor compliance with Granting of a permit should require:

safety requirements;

• Suitable livery marking and company logo;

• Keep maintenance
• Presence of an obstruction light (as required);
records up to date; and
• Provision of the vehicle height within the cab and the
external height visible to the driver;
• Compile computerized
• Proof of the vehicle’s serviceability and maintenance,
records for any vehicle
in accordance with local or state regulations; and
and/or mobile equipment
involved in an accident. • Provision of third-party insurance cover to the required
level established by the airport operator.

What about non-motorized equipment?

 Airside driving permit (ADP)

The programme

• Training: ⋅ It is the responsibility of the airport operator to have a

• Theoretical training formal training, assessment and licensing programme in
• Practical training place for all drivers operating airside.
• Passing a driving
test ⋅ The aerodrome operator is also responsible for the
• Emergency Procedures dissemination of airside driving regulations and
procedures to all users.
• Vehicle accident
• Vehicle breakdown
• Fire
• Personal injury
• Categories
• Aprons
• Manoeuvring area
• Airport regulations and
requirements
• Oversight
 Airside driving permit (ADP)

National Legislation and Regulation

• Government and state regulations related to

general vehicle driving licenses should be a pre
requisite before an AVP is issued.

• Training should adhere to state, regional and

local government requirements, as well as any
additional requirements and guidance for airside
driving established by the national aviation
safety authority or civil aviation authority

Airport Regulations and Requirements

• Specific regulations and requirements, and local

instructions for airside driving, such as rules of
air traffic services—particularly right of way—as
they relate to vehicles
 Runway Safety Team

The primary role of a runway safety team is to advise relevant operators and
service provider's management and operational staff on prevailing local
conditions on the runway, taxiways and adjacent areas, other issues of concern
and develop mitigating measures and solutions to identified issues
 RST Meetings

Frequency of meetings

Airport Passengers Frequency

How often should they LHR 78 Million PAX Every 3 months
meet? BLR 26 Million PAX Every 4 months
GDL 14 Million PAX Every 2 months
BRU 24 Million PAX Every 2 months
Which events indicate that an additional meeting of the RST should be
called?

• Construction / major works in the maneuvering area

• An increase in the number of incidents on the runway
• When a level A or B runway excursion or a runway incursion occurs (see
ICAO Doc.9870).
• Other
RST Representatives should include, at least:

• Aerodrome Operator (RST leader)

• Director of Operations of the airport
• Fire Chief
• Maintenance Director/Manager
• SMS Manager
• Air Traffic Services representative
• Representatives of flight crew familiar with the
aerodrome
• Commercial airlines pilots (local and international)
• General aviation pilots / technical experts

Others:
• CAA
• Subject matter experts (meteorologists, ornithologists, Pilot’s participation is of
accident investigation authority, etc.) (upon invitation); great importance for the
• Military operator (if applicable, based on joint use of RST
the airport or other military roles)
 Example
ATTENDEES Designation & Organisation

BIAL
∂ Mr Glen Wilson ∂ VP CE & Ops
∂ Gp Capt TA Sreenath (Retd) ∂ GM Aviation Safety & EBCM,
∂ Mr Shaji PJ ∂ GM Airside Maintenance
∂ Dr KJ Devasia ∂ DGM E&BCM
∂ Mr Satya Subramaniam ∂ DGM Aviation Safety
∂ Mr Selvaraj Arumugam ∂ DGM ARFF
∂ Lt Cdr Pushpa Pandey ∂ AGM Airside Ops
∂ Mr Anoop Kumar ∂ Sr Manager Airside Ops
∂ Mr Vinayan M ∂ Sr Manager Airside Ops
∂ Mr Chiranjib B ∂ Sr Manager ERM
∂ Mr Gireesan M ∂ Deputy Manager Av Safety

AAI
∂ Mr VSP Chinson ∂ GM (ATM),AAI
∂ Mr MM Yaseen ∂ JGM (ATM), AAI
∂ Ms Jabira M Yaseen ∂ JGM (ATM), AAI
∂ Mr Sidharth Shresth ∂ JGM (ATM), AAI
∂ Mr Anil Kumar S ∂ JGM (CNS), AAI

Indigo
∂ Mr SPS Narli ∂ Associate Director-ATM, Indigo
∂ Capt Atul Bhatia ∂ Flt Ops, Indigo

Blue Dart
∂ Capt Akshay Jadhav ∂ Flt Ops, Blue Dart Aviation

Jet Airways
∂ Mr KS Srikanthan ∂ Manager Line Maintenance, Jet Airways

Air Asia

∂ Mr Sidharth Bopanna ∂ Duty Executive, Air Asia

∂ Capt Amarjith Padman ∂ Flt Ops Manager, Air Asia
∂ Mr P Vinodh Kumar ∂ Deputy Chief - Flt Safety, Air Asia
Spice Jet

∂ Capt Andre D’Souza ∂ Flt Ops, Spice Jet

∂ Mr Ajish P George ∂ DM – Spice Jet
Go Air

∂ Ashish Vaishnav ∂ Senior Manager, Go Air

 RST Data

Maintain:
• Hazard registry
• Safety events
• Suggested corrective
actions

To facilitate the search of data

and measure the efficiency of
the RST, a record that includes
all the reports and actions
indicated above must be kept.

A library with details of what

has been implemented should
also be maintained
 Activities

Day and night airside visits

 RST

Example of topics
that should be
included in the
RST
 RST

Example of topics
that should be
included in the
RST
 RST

Example of topics
that should be
included in the
RST
Airside driving
simulator at BRU
 Wildlife basics

Question – Why do airports need wildlife Control?

ƒ Preservation of life (Passenger, Flight Crew & Ground Staff)
ƒ Loss of Reputation (example: US Airways 1549 Hudson River crash
landing)
ƒ Avoid legal proceedings
Aerodromes can make the error
of misunderstanding the threat
of wildlife strikes, in particular
where they predominantly have
only small birds on site.

ƒ Birds are not the only problems! Other

wildlife may also encroach a runway
and prove hazardous!

PPT 2.86
 Wildlife basics

Documentation and Regulatory Requirements

ICAO Annex 14 Chapter 9.4.1 on Wildlife strike
hazard reduction:

The wildlife strike hazard on, or in the vicinity of,

an aerodrome shall be assessed through:
a. The establishment of a national procedure for
recording and reporting wildlife strikes to
aircraft;
b. The collection of information from aircraft Airport Services Manual - Part 3
Bird Control and Reduction
operators, aerodrome personnel and other
sources on the presence of wildlife on or ICAO Doc 9332
around the aerodrome constituting a potential
hazard to aircraft operations; and ICAO Bird strike Information System (IBIS)
c. An ongoing evaluation of the wildlife hazard by Contains information and recommendations
for Aerodrome Operators regarding
competent personnel
Bird strike reporting, specifically Data Entry
and Retrieval and Database Layout
PPT 2.87
 Wildlife basics

Documentation and Regulatory Requirements

ACI Policy Handbook 5.19.1 on Wildlife

management at airports:

Aerodrome operators must remain

permanently vigilant to assess the risk in real
time and take the necessary measures
immediately. It is crucial either to implement a
bird hazard prevention and wildlife
management unit, or specially trained and
equipped staff to manage wildlife on the
aerodrome.
ACI Wildlife Management
Handbook

PPT 2.88
 Overview of roles & responsibilities for
wildlife control

State civil Responsibility within

aviation authority the State

Airport operator
Pro-active
management

Wildlife State/airport
Supervisor/Officer bird/wildlife
/Bird Patrol strike committee
Person responsible for
airport bird/wildlife strike
control Managment

PPT 2.89
http://www.icao.int/safety/Pages/USOAP-Results.aspx
 Aerodrome Wildlife Organizational Structure
The typical organizational structure that can be used for a Wildlife
Hazard Management Plan (WHMP).

Senior manager Airport Wildlife Wildlife

with overall Wildlife Control Control
responsibility Committee Coordinator Officers
Supervisor

Ensure that the

Roles, titles and tasks will vary due to
role has a practical
AIRPORT SIZE & resources but the
application at the
role must always be managed
Aerodrome
 Wildlife
Wildlife Hazard Management Plan

Wildlife Hazard Management Plan

• Roles and tasks in the wildlife hazard
management programme
• Collecting, reporting and recording data on
wildlife strikes and observed wildlife
• Wildlife safety risk assessment
• Habitat and land use management
• Expelling and deterring wildlife
• Coordination with stakeholders
• Personnel training
 Wildlife
Roles and tasks in the wildlife hazard management programme &
Collecting, reporting and recording data on wildlife strikes and observed wildlife
• What is the level of protection provided? Is it only Monday to Friday? Is there an
organizational chart?
• All roles and responsibilities should be described in the WHMP
• Daily patrols
• the ideal number of wildlife patrols to perform daily;
• the locations (i.e. runways, taxiways, aprons, etc.) that should be patrolled and the
frequency of patrols according to risk, and;
• the top priority species for the airport, and to attend to other duties unrelated to wildlife
only when wildlife risk is low
• Are Wildlife strikes reported to the CAA? Is the a standardize format provided by the CAA?
• Are leading and lagging KPI’s in place?
 Wildlife
Wildlife risk assessment

• A detailed hazard description, identifying wildlife species and associated habitats that
influence the size and behavior of wildlife populations in the area
• An assessment of the probability of a wildlife strike with each particular species, taking into
consideration the current mitigation procedures in place and seasonal factors
• Consideration of the species involved, including size and numbers (e.g. solitary or in flocks)
and an assessment of the likely (aircraft damage) severity of the outcome of a wildlife strike
• An assessment of the frequency of serious multiple wildlife strikes;
• The determination of the acceptability of the level of risk by summing the probability and
severity, based on a probability/severity matrix, such as that illustrated in Figure 1 (where the
colors red, yellow and green depict unacceptable, marginal and acceptable risks)
• The identification of management options for marginal and unacceptable risks
• The development, implementation and monitoring of an action plan to eliminate, reduce or
mitigate unacceptable risks.

http://canadianbirdstrike.ca/wildlife-risk-analysis-program/
 Wildlife
Wildlife Assessment

• Is there an action plan to implement the

recommendations in the wildlife assessment
report?

• Does the plan indicates the periodicity of wildlife

assessments?

• Does the WHMP includes the data from the

wildlife assessment?
 Wildlife
Habitat and land use management
• Is there an action plan to implement the recommendations
in the wildlife assessment report?

• Does the plan indicates the periodicity of wildlife

assessments?

• Does the WHMP includes the data from the wildlife

assessment?
 Wildlife

Development of a risk
matrix to quantify the risk by
species (or species guilds)
 Wildlife
Expelling and deterring wildlife

• Is there a rotation of the mitigating measures?

• Mitigating measures should include a list of

techniques/or combination of techniques to be
used when each specie is observed

• Monitor and document the reaction of each specie

to the applied technique. This DATA will help all
Wildlife Hazard Controllers to use the best/more
efficient combination of tools to deter each specie
effectively.
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98
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