Aerodrome Operational Management

WORKING TOGETHER TO ENHANCE AIRPORT OPERATIONAL SAFETY

Presented by: Ermenando SILVA Aerodrome Certification Workshop, Kiev, Ukraine Date: 5 to 7 February 2019 Aerodrome Operational Management

After conducting 100 APEX in Safety reviews around the globe, the most common opportunity for improvement is Operational Management.

www.aci.aero/apex Aerodrome Certification

• Where is my airport in terms of certification?

• What challenges are we facing?

• Bureaucracy?

www.aci.aero/apex 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 www.aci.aero/apex •RESA

•Minimum separation distance

•Runway strip

www.aci.aero/apex Who is accountable?

www.aci.aero/apex Few years later

www.aci.aero/apex Example

•Minimum separation distance

•Runway strip

www.aci.aero/apex 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.

www.aci.aero/apex Aerodrome Certification

• Where is my airport in terms of certification?

• What challenges are we facing?

• Bureaucracy?

www.aci.aero/apex 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

www.aci.aero/apex Operational coordination and integration

www.aci.aero/apex 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: •Unavailability of resources such as stand or gate repairs, PBB unserviceability, etc.; •Delays; •Aircraft returning to the ramp after aborted •Early arrivals; take-offs; •Changes in aircraft types or •Changes of airline/handling priorities (e.g., VIP changes of the aircraft on board, special cargo, load factors, rotation (inbound/outbound availability of towbar or suitability of towbarless flight connections); tractor, etc.); •Official requirements for •Volunteer and mandatory safety reporting security, customs or public •Follow-up/tracking unresolved issues health authorities; •Connectivity with other flights/short transfers; •Cancellations; and •Additional flights or •Emergency management diversions;

www.aci.aero/apex 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.

www.aci.aero/apex 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 March 30, 2018 fragments scattered on the runway. The runway was Paint found on runway in closed for about 40 minutes. An investigation has Narita been opened to determine why the paint has peeled off the runway. www.aci.aero/apex FOD Management FOD Management

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

www.aci.aero/apex FOD Management

Are your inspection records showing FOD on any part of the airside?

www.aci.aero/apex 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?

www.aci.aero/apex 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. www.aci.aero/apex 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

www.aci.aero/apex Safety Management

SMS Airport

SMS acft maintenance SMS Airlines

-Hazard Identification -Accident & Incident notification -Safety promotion

SMS SMS ATC Handlers

SSP CAA www.aci.aero/apex 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 that there is a direct relationship • Related to the safety objective they aim to between the indicator and safety. indicate The basis for developing an • Selected or developed based on available indicator is to ensure that: data and reliable measurement • It is understandable and • Appropriately specific and quantifiable; and meaningful for safety management • realistic, by taking into account the • It can be validated and it is possibilities and constraints of the possible to monitor organization • The data to support the indicator is available and can be subject to quality • control • It is unambiguous and self- explanatory www.aci.aero/apex 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

www.aci.aero/apex Safety Performance Indicators 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) www.aci.aero/apex 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?

www.aci.aero/apex What’s your threshold?

2.5

1.5

Incidents/Accidents 1

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

www.aci.aero/apex Safety Week

www.aci.aero/apex 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?

www.aci.aero/apex MCI Mass Casualty Incident (MCI)

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

www.aci.aero/apex Disabled Aircraft Recovery

• Consider what you would do ??

• Shows the need to have a plan

• Plan for the worst case scenario

www.aci.aero/apex Disabled Aircraft Recovery Is your airport ready for this?

www.aci.aero/apex Disabled Aircraft Recovery

• List of Equipment

• Is it Adequate ??

• Training

• Checking of equipment

• Consider Temp. Threshold

• Table top exercise

• Airline Kit here ?

www.aci.aero/apex 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. www.aci.aero/apex SARPs and Guidance Material

Some of the available SARPs and Guidance Material: • ACI Apron Safety Handbook, First Edition • ICAO Annex 14 2015 • ICAO Doc 9157 Part 4 (Chapter 2 for Markings and • Apron Markings and Signs Markers, Chapter 12 for VDGS) Handbook, Third Edition • ICAO Doc 9157 Part 2 2017 • ICAO Doc 9137 Part 8 • Managing Operations • ICAO Annex 2 for aircraft marshalling (3.4 and Appendix 1) During Construction, First Edition 2018 • ICAO Manual on Ground Handling (draft)

www.aci.aero/apex Apron Layout • Constant change

www.aci.aero/apex 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

www.aci.aero/apex Apron Layout Apron Division Areas

• Aircraft Stand

• Apron Taxiway:

• Aircraft Stand Taxilane

• Apron Service Road

• GSE Staging Areas

www.aci.aero/apex Apron Layout

• Self-manoeuvring methods • Taxi-in/Pushback Configurations www.aci.aero/apex Apron Markings

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

www.aci.aero/apex 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

www.aci.aero/apex Apron Markings No Parking Area

Air Bridge Wheel Position

www.aci.aero/apex Apron Markings Multiple marshaller and towing stop line or T-Marks

www.aci.aero/apex Apron Markings

Removal of markings

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

• Markings leading to construction site

www.aci.aero/apex Apron Markings • Design issues

• Vehicle service roads

www.aci.aero/apex 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?

www.aci.aero/apex Apron Markings / Design

• General aviation

• Aircraft tie downs

www.aci.aero/apex Apron Markings • Lack of markings and signs

• Too many markings Apron Markings Controlled area? Pilot discretion? Ground Handler discretion?

What do you think? www.aci.aero/apex Apron Markings • Speed Limits

• Perimeter roads 50 km/h; • Service roads 30 km/h; QUESTION: • Tail-of-stand service roads behind aircraft 20 km/h; What are your airport’s • Stands 10 km/h; airside speed limits? • Reversing 5 km/h; • Baggage sorting room 5 km/h Do you know them?

www.aci.aero/apex Markings Plan Markings Plan

• Surface preparation • Glass beads • Marking procedures • Layouts? • Drawings and specifications? • Inspections before and after?

www.aci.aero/apex ACI Apron Markings and Signs Handbook

www.aci.aero/apex Ground Handling

• 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)

www.aci.aero/apex 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. www.aci.aero/apex GHSP and SMS

Should ground handling service providers implement a Safety Management System?

www.aci.aero/apex 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. www.aci.aero/apex Ground Handling

Safety Oversight . 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. . 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. . The ground handling service provider’s SMS should contain as a minimum: . A formal mechanism establishing the ground handler’s obligations in relation with the Airport Authority’s SMS. . Safety reporting and data collecting/sharing . Safety risk management (risk identification and mitigation). . Safety assurance (safety performance indicators, monitoring and improving mechanism). . 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 • Services provided A standardized list of • Performance standards and service levels items included in an • Cost recovery airport license is • Penalties included in the white • Compliance with airport regulation paper. • Equipment A standard template will be developed in www.aci.aero/apex a second phase. 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

www.aci.aero/apex 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 www.aci.aero/apex Ground Handling Challenges

www.aci.aero/apex Challenges

• 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 Regulatory

• 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. Operation 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

www.aci.aero/apex 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

www.aci.aero/apex Airside vehicle permit

Granting a permit • All permits should be given for a giver period of time • Exercise better control of • Permits should be colour-coded to access to a specific the number of vehicles area (e.g., cargo apron, general aviation, manoeuvring and/or mobile equipment area, etc.) units operating airside; Granting of a permit should require: • Monitor compliance with safety requirements; • Suitable livery marking and company logo; • Presence of an obstruction light (as required); • Keep maintenance • Provision of the vehicle height within the cab and the records up to date; and external height visible to the driver; • Proof of the vehicle’s serviceability and maintenance, • Compile computerized in accordance with local or state regulations; and records for any vehicle • Provision of third-party insurance cover to the required and/or mobile equipment level established by the airport operator. involved in an accident. What about non-motorized equipment? www.aci.aero/apex Airside driving permit (ADP)

The programme  It is the responsibility of the airport operator to have a • Training: formal training, assessment and licensing programme in • Theoretical training place for all drivers operating airside. • Practical training • Passing a driving  The aerodrome operator is also responsible for the test dissemination of airside driving regulations and • Emergency Procedures procedures to all users. • Vehicle accident • Vehicle breakdown • Fire • Personal injury • Categories • Aprons • Manoeuvring area • Airport regulations and requirements • Oversight www.aci.aero/apex 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 www.aci.aero/apex 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

www.aci.aero/apex RST Meetings Frequency of meetings

Airport Passengers Frequency How often should LHR 78 Million PAX Every 3 months they meet? BLR 26 Million PAX Every 4 months GDL 14 Million PAX Every 2 months BRU 24 Million PAX Every 2 months

www.aci.aero/apex 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

www.aci.aero/apex 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, accident investigation authority, etc.) (upon invitation); Pilot’s participation is of • Military operator (if applicable, based on joint use of great importance for the the airport or other military roles) RST

www.aci.aero/apex 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

www.aci.aero/apex Activities Day and night airside visits

www.aci.aero/apex RST

Example of topics that should be included in the RST

www.aci.aero/apex RST

Example of topics that should be included in the RST

www.aci.aero/apex RST Example of topics that should be included in the RST

www.aci.aero/apex Airside driving

Airside driving simulator at BRU

www.aci.aero/apex Wildlife basics

Question – Why do airports need wildlife Control?

. Preservation of life (Passenger, Flight Crew & Ground Staff) . Loss of Reputation (example: US Airways 1549 Hudson River crash landing) . 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.

. Birds are not the only problems! Other wildlife may also encroach a runway and prove hazardous! www.aci.aero/apex 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 operators, aerodrome personnel and other Airport Services Manual - Part 3 sources on the presence of wildlife on or around Bird Control and Reduction the aerodrome constituting a potential hazard to aircraft operations; and ICAO Doc 9332 c. An ongoing evaluation of the wildlife hazard by ICAO Bird strike Information System (IBIS) competent personnel Contains information and recommendations for Aerodrome Operators regarding Bird strike reporting, specifically Data Entry www.aci.aero/apex and Retrieval and Database Layout PPT 2.86 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 www.aci.aero/apex 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 www.aci.aero/apex 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 www.aci.aero/apex 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

www.aci.aero/apex 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?

www.aci.aero/apex 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.

www.aci.aero/apex 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?

www.aci.aero/apex 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?

www.aci.aero/apex Wildlife

Development of a risk matrix to quantify the risk by species (or species guilds)

www.aci.aero/apex 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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