1、ICA0 9137 PART*3 * 484l14Lb 0028250 TO2 DOC 9137-AN/898 Part 3 AIRPORT SERVICES MANUAL PART 3 BIRD CONTROL AND REDUCTION THIRD EDITION - 1991 Approved by the Secretary General and publkhed under his authority INTERNATIONAL CIVIL AVIATION ORGANIZATION Copyright International Civil Aviation Organizati
2、on Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-ICAO 9337 PART*3 *t 484343b 0028253 949 Published in separate English, French, Russian and Spanish editions by the International Civil Aviation Organization. All correspondence,
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9、ales Unit, ICAO Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-Airport Services Manual (DOC 9137-AN/898) Part 3 Bird Control and Reduction Third Edition - 1991 Copyright Inter
10、national Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-ICAO 9337 PART*3 * M 48434Lb 0028253 731 M AMENDMENTS The issue of amendments is announced in the ICAO Journa. and in the monthly supplements t
11、o the Catalogue of ICA0 Publications, which holders of this publication should consult. These amendments are available free upon request. No. Date Entered by (ii) Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking pe
12、rmitted without license from IHS-,-ICAO 9337 PART*3 * 484343b O028254 658 = Foreword According to the provisions of Annex 14 there is a need for States to however, some strikes can cause aborted take-Offs and precautionary landings and can result in a crash. For instance, in one case a Herring gull
13、(Larus argentatus) 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
14、a swampy area. Fifty-eight passengers were evacuated. The costs of lifting the aircraft out of the mud and getting it back into service were estimated at over U.S.$f.5 million. 1.1.5 The costs of down-time for inspection and repair of aircraft following Vid damage, or suspected bird damage, aborted
15、flights, rescheduling of aircraft passen- gers and air cargo, transfer of passengers to alternative means of transport, overnight accommodation at the expense of the aircraft operator and the deIeterious effects on schedules of connecting flights can often be very significant and damaging to airline
16、 operating budgets and public goodwill. 1.1.6 The ICAO Bird Strike Information System (IBIS) provides anaIyses of bird strike reports received from States. An analysis of over 35 o00 bird strikes contained in IBIS reveals the following: - the total number of significant bird strikes (occurrence resu
17、lting in substantial damage to aircraft, precaution- ary 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 c
18、ent of the strikes involve a turbo fan (over 27 O00 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 100 ft; and - In 92 per cent of the strikes the pilots were not wa
19、rned of bird activity. 1.1.7 -The analysis of bird strike data can reveal trends which will help airport authorities recognize areas of concern which should be addressed through a well managed bird control programme. The bird strike statistics can also be analysed to determine those times of year or
20、 day when bird control is needed the most. I Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-ICAO 7337 PARTS3 tt m 4843416 0028257 367 m Chapter 2 Organization of a National Co
21、mmitte 2.1 As with any problem, a thorough analysis must occur before a solution can be obtained. Depending upon the extent of the bird strike problem within a State, a national committee can serve as a focal point to deal with analysis of the problem, airport inspections, airport and aircraft opera
22、tor 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 a
23、ssociated or interested in the problem. It should be noted that national committees may have very little authority in decision-making. A national committee simply acts as an information source and exchange for those in the aviation community. 2.2 A national committee should include the Depart- ments
24、 of Transport and Defence, major aircraft operators and airports, pilots associations and engine manufac- turers. Departments of the Environment and Agriculture may be advisors of the committee from time to time. The status of the participants should depend on the situation and the needs of the Stat
25、e. 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 normaiiy using the airport and an analysis of bird stri
26、kes made over a period of time. This may be done on the basis of current knowledge. Fundamental ecological studies and research will have to be carried out with committee members helping directly with a project. These members will most likely be part of a government department dealing with the bird
27、hazard problem. Since bird strikes present a persistent problem, studies must continually take place to reduce the hazard. Often this research may involve the review of current practices or new initiatives for incorporation into airport bird control programmes. 2.4 Since the activities of the commit
28、tee may vary depending upon the resources available, some may be more successful than others. However, no matter what the resources available, a well thought out mandate and guide- lines will ease the development and implementation of a national bird control policy. Once the mandate is devised, the
29、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. Regional and international committees, such as Bird Strike Committee Europe (BSCE) and ICAO regional workshops on bird hazard red
30、uction, provide an oppor- tunity for States to gain knowledge and experience in implementing effective bird control programmes. Infor- mation on practices of States on bird control programmes is contained in the Green Booklet developed by BSCE. 2.5 2.6 National guidelines or regulations should be is
31、sued as a basis for the committee as well as for orientation of airport authorities, aircraft operators and other institutions, and also for developing special research and bird control programmes. 2 Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for R
32、esaleNo reproduction or networking permitted without license from IHS-,-ICA0 9137 PART*3 * 48414Lb 0028258 2T3 Chapter 3 Roles and Responsibilities of a Control Programme 3.1 GENERAL 3.1.1 A good organizational structure can make dealing with bird strike hazards much simpler. It also makes policy im
33、plementation much easier. Effective wildlife control policies and programmes should be centrally administered by the national authority respon- sible for airports. 3.2 THE ROLE OF HEADQUARTERS 3.2.1 The national authority responsible for airport operations should develop policies, standards and guid
34、elines in consultation with corresponding regional authorities and the national bird strike committee. 3.2.2 Au. 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 biote
35、chnical provisions, especially by habitat management on the airport and in its vicinity. The development of such environmental programmes should be set at a national level, with site visits included in the responsibilities of headquarters to ensure that sites conform to the various national policies
36、. Along with policy direction, headquarters should set up the national bird strike committee and be responsible for the development and implementation of training programmes for bird control. 3.3 ROLE OF THE REGIONAL OFFICE 3.3.1 Depending on the administrative situation in the State, each regional
37、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 respon- sible government department and the committees at the sites is important for fostering co-operation in
38、the implementation of a local management plan. 3.3.2 Long term activities such as building modifi- cations, 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 activ
39、ities are identified at the site with assistance from the regional office. 3.3.3 The regional offices can help direct airport resources where they are needed and the effectiveness of bird control activities can be measured. The continued operation of the wildlife control/environmental authorities Co
40、-ordinator, reporting procedures, and the wildlife controVenvironmenta1 authorities committee will ensure that problems are identified and corrected. 3.4 ROLE OF THE AIRPORT MANAGER 3.4.1 Because of the importance of bird control, each airport manager is given the responsibility to take any action d
41、eemed necessary to implement this policy and minimize the bird strike rate at the airport. This includes the development and implementation of an airport wildlife control programme. 3.4.2 Each airport is to implement a programme tailored to conditions on the site, with assistance from headquarters,
42、regional offices, or other outside agencies. The airport manager should appoint an airport wildlife co- ordinator, bird hazard control officer and a wildlife control committee (bird hazard control Co-ordinating committee) which will develop and implement the specific programme. 3.5 ROLE OF THE WILDL
43、IFE CO-ORDINATOR AND THE AIRPORT WILDLIFE CONTROL COMMiTEE 3.5.1 The wildlife control committee is to include those offices involved in bird control or airport planning and operators that may affect bird control. This may 3 Copyright International Civil Aviation Organization Provided by IHS under li
44、cense with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-ICAO 9137 PART*3 * 4841416 0028259 13T = 4 Airport Services Manual include airport maintenance, air traffic services, flight services, rescue and fire fighting services, security, duty managers, marketing
45、, planning, finance, etc. The committee must review strike reports and daily activity records to determine effective control measures. review. This procedure should be familiar to all airport personnl; All reports should be directed to the wildlife control Co-ordinator who forwards them to the regio
46、nal office or Headquarters. 3.5.2 The airport wildlife Co-ordinator should establish the responsibilities of thevarious offices involved. ;The officers respansibilites must permit the time required to Co-ordinate end be invdved in bird control and reporting, The bird hazard Co-ordinator at the site
47、must review strike reports, dairy activity records and main- tenance reports to determine the requirement for short or Iong term control programmes. Proper cost-effective control measures need proper reporting. .= 3.6 THE EMPORTANCE OF REPORTING 3.6.1 A good bud control programme depends upon good r
48、eporting. It is the basis of any bird control programme. Data may come from bird sightings, main- tenance problems, strikes, and bird control activities. Reporting must also involve pilots and aircraft operators as well as those at the site. Review of this data identifies problems at the site and ma
49、y indicate the effectiveness of current bird cpntrols. The report of near-misses is important as we11 since it can represent a situation as serious as an actual strike. The report of a near-miss indicates the presence of birds in the area of operating aircraft. The concern that States have should not be whether a strike occurred, but rather that birds are near operating aircraft. 3.6.2 Determination of the repo
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