LYDD AERODROME BIRD CONTROL MANUAL FIREARMS / PYROTECHNICS RISK ASSESSMENT
LYDD AIRPORT
Bird Control Manual
Issue Number: 7
Issued to: Aerodrome Bird Control Unit
Copy Number: 1
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Part 1 AMENDMENT RECORD
Date Amend. # Area covered Pages Initials 15/10/01 Original All 29/12/2001 2 Various 30/01/2002 3 Various 15/05/2003 4 Various 06/01/2004 5 Advice received from AWM all May 2007 6 Various All April 2008 7 Revised and Reformatted All Stations All June 2010 8 Revised and Reformatted All Stations All PF June 2010 9 New Appendix 7 26-30 PF June 2010 10 New Appendix 8 31 PF
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Part 2 CONTENTS
Part 1 AMENDMENT RECORD
Part 2 CONTENTS
Part 3 INTRODUCTION
Part 4 THE MANUAL, DISTRIBUTION AND AMENDMENTS
Part 5 GLOSSARY OF TERMS USED
Part 6 ROLES AND RESPONSIBILITIES
Part 7 LICENSING
Part 8 LIST OF FIREARMS RETAINED
Part 9 FACILITIES AND RESOURCES
Part 10 OBSERVATIONS, COUNTS AND DISPERSAL OPERATIONS
Part 11 HABITAT MANAGEMENT
Part 12 AERODROME ACCESS
Part 13 RECORD KEEPING AND REPORTING
Part 14 APPENDICES 1. Operational Use of Bird Control Techniques and Equipment 2. Bird Control Area Plan 3. Aerodrome Area Map 4. Official Rights of Way Map 5. Shepway Council Letter Regarding Rights of Way & Shooting Rights 6. License to Kill or Take Birds to Preserve Air Safety 7. Firearms Safety and Best Practice 8. Firearms Risk Assessment
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Part 3 INTRODUCTION AND RISK ASSESSMENT
1. INTRODUCTION. Birds are one of the major controllable hazards to aviation. Typical bird species that occur on aerodromes, including Lydd, can cause catastrophic accidents and major incidents to all types, from light aircraft to wide- bodied transports, with piston, turboprop and jet engines. Consequently, if the qualitative approach to risk assessment recommended by the CAA for matters where accidents are infrequent is applied it can be concluded that the bird hazard falls across the CAA‘s ―unacceptable / review‖ definitions of tolerability. In practice this means that no level of hazard mitigation is acceptable to the point that it does not require constant review, re-assessment and modification, and this is the basis of Lydd Airport‘s bird control policy (BCP).
2. RISK ASSESSMENT. The majority of reported strikes (over 90%) cause little or no damage but often appear very similar to those causing serious damage, i.e. they involved common aircraft types, standard aerodrome activities and modest numbers of the species that commonly frequent airfields. Analysis of birdstrike data indicates that species which are heavier than 100g, and/or occur in dense flocks on and near aerodromes (e.g. gulls, lapwings, corvids, pigeons, starlings, etc) have the highest potential to cause accidents and damage to aircraft. This has given rise to the defining of a "priority group" of bird species which fit either or both of these categories and are attracted to the airfield environment. These are generally the main target of our preventive measures.
3. MAIN BIRDSTRIKE RISK SPECIES AT LYDD AIRPORT
3.1 GULLS. In a south coastal location, gulls are inevitably numerous and are a significant element of the birdstrike hazard. There are several winter roosts, including Lade gravel pit and the coast at Littlestone, Lydd, Dungeness and Rye, totalling perhaps 30,000 gulls. There are also a number of nesting colonies of black- headed and herring gulls around the Denge Peninsula so that, as with many coastal aerodromes, the gull hazard will continue year-round. Daily movements are concentrated along the coasts and, for black-headed gulls especially, from coastal colonies and roosts to inland feeding areas that are strongly influenced by agricultural activity. The background gull hazard is unexceptional, and gull observations at the airport are unusually low as a consequence of the unattractive airport and local habitats and the absence of any concentrated ―flight lines‖ from roosts to favoured feeding areas. However, agricultural activity and wet weather can bring significant numbers of gulls to the airport and its surroundings.
3.2 GRASSLAND PLOVERS AND COASTAL WADERS. The grazing marsh and gravel pit habitats of the Peninsula provide attractive wintering habitats for lapwing and golden plover. Given the peninsula‘s location relative to coastal and cross channel migration routes, influxes of a number of wader species on passage may be expected in autumn and spring, especially in poor weather and especially on the runway. However, the airport habitat is (deliberately) unsuited to feeding grassland plovers and as a consequence lapwings are rarely observed, and golden plovers are a rarity on the airport. Although lapwings were formerly a birdstrike hazard at Lydd, there have been no birdstrike incidents with this species since 1993.
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3.3 GAME BIRDS. This is a high bird strike risk group, and numbers at Lydd are much higher than at most UK airports because of local game rearing and shooting practices. The main hazard identified at present involves pheasants, grey and red- legged partridges which overspill onto the airport in significant numbers. At present their frequency and abundance on the airport is cause for concern and these birds constitute a significant potential hazard to turbine engine aircraft.
3.4 RAPTORS. Barn owl and kestrel, the most common raptors involved in birdstrikes, and the commonest species seen at Lydd, are sufficiently large to cause engine damage to business jets but, fortunately, are always struck as single birds reducing the risk considerably. The airport is regularly visited by marsh harrier in the summer months, and occasional hen harriers in winter.
3.5 CORVIDS. There are relatively few stands of trees on the Peninsula suitable for rookeries, but there is a rookery in Lydd village within 2km of the airfield, sufficiently close to cause year-round encroachment from the west, especially in early summer when young rooks fledge. Rooks, carrion crows and jackdaws may congregate around feeding troughs and sheep in the pastures at Forty Acre Farm, and on the golf course. Territory-holding carrion crows are a permanent presence on the airfield in daylight hours. The background corvid hazard at Lydd is lower than the UK average, and the flocking species (rook and jackdaw) are only an occasional nuisance.
3.6 STARLING. With a history of causing birdstrike accidents, the starling is the smallest species regarded as a significant risk to air safety in the UK. Flocks in the order of 300-500 birds, consisting largely of juveniles in the summer months, visit pasture fields in close proximity to the airport and occasionally make incursions onto the airport grassland. In winter, much larger flocks may be seen in the area but they rarely visit the airfield.
3.7 OTHER SMALL BIRDS. Small passerines (less than 100g, but excluding starlings) and swifts are statistically important in UK birdstrikes, and at many airports account for over 50% of recorded strikes. However, their potential to cause significant damage is very low and they have no proven potential to cause damage to commercial turbine engines. Skylark, meadow pipit, barn swallow and swift are the species most commonly struck and they can generally be regarded as uncontrollable, low risk and low priority species.
3.8 PIGEONS. There is a small infestation of feral pigeons in the hangar (regularly shot to control numbers) and woodpigeons and stock doves are numerous in the local area. Woodpigeons and small numbers of stock doves occasionally feed in the airfield grassland, but at present numbers are small and they cause few problems.
3.9 WATERFOWL. The flooded gravel pits, marshes, drains and grazing marshes are ideal habitat for a number of waterfowl. Ornithologically, the area is noted for wintering Bewick‘s swans, shoveler, pochard, smew, grey heron, feral Canada and
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greylag geese, shelduck, wigeon, and mallard. The winter presence of over 100 Bewick‘s swans that fly frequently between water roosts and farmland feeding sites in large flocks and tight formations represent a potential ―very low incidence/high hazard‖ birdstrike scenario comparable with those of City of Derry Airport with the same species (and with whooper swans), and Glasgow Airport with whooper swans. A Bewick‘s swan study conducted on behalf of the airport has shown that flight tracks between preferred roosts and feeding sites do not impinge on the airport or the critical lower airspace used by aircraft during take-off or arrival. The study identifies a potential flight track between the former preferred roost at ARC pit and feeding grounds to the northwest. However, the preferred roost has relocated to Cheyne Court and movements between this roost and the swans‘ feeding grounds are well outside the areas of concern. It is possible that the Bewick‘s swans will relocate to the ARC pit if/when Cheyne Court is dry, and both roost sites and preferred feeding grounds are subject to change due to disturbance, agricultural practices, etc., and the airport will need to remain aware of these factors in the future. The majority of swan observations at the airport are currently of small numbers (generally singles or pairs) of mute swans, probably associated with the smaller ponds in the area. Despite the large variety of duck species present in the area, only dabbling ducks (mallard, small numbers of teal and very small numbers of wigeon and gadwall) and shelduck are significant in UK birdstrikes. Grey herons are common on local ponds and drainage ditches and are capable of causing damage (a hazard only partially mitigated by the fact that only single birds are involved in birdstrikes). Great cormorants are common in the area, and single birds occasionally cross the airport or fly through the local airspace. As large solitary crossing birds, they represent a similar hazard to grey herons but tend to cross at higher speed and altitude than herons and have no interest in the airport‘s ponds and ditches, reducing the probability of birdstrike.
4. SUMMARY. From observation and analysis of the airport‘s historic birdstrike record the evident bird hazard at Lydd Airport is similar to that of other coastal and rural airports in the UK, with the exception of game birds, which are struck with higher frequency than the UK average. Typical airfield species (gulls, corvids, woodpigeons and starlings commonly visit the airfield, and the coastal location also puts it at risk from higher proportions of large gulls than at inland airports. The extensive and diverse wetland habitats around the airport (flooded gravel workings, ponds, marshes and drainage ditches) present a potential risk of strikes with common waterfowl (grey heron, feral Canada and greylag geese, shelduck, wigeon, mallard etc), and the wintering flocks of Mute and Bewick‘s swans are a hazard that requires constant vigilance and immediate response.
The aim of the bird hazard control plan is to reduce the hazard of birdstrikes to aircraft by reducing to a minimum the presence of birds, particularly the priority species described above on (and, where possible, around) the airport in line with the requirements of CAP168 chapter 5 and the best practice described in CAP772 Chapters 2 and 3.
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Part 4 THE BIRD CONTROL UNIT MANUAL
1. The purpose of this manual is to specify the policies, procedures, personnel, equipment and tactics employed at Lydd Aerodrome for the control of the Bird Hazard.
2. The bird control manual is distributed as follows:
a. Copy No 1 - Aerodrome Bird Control Unit
b. Copy No 2 – Bird Control Officer
c. Copy No 3 – ATSU
d. Copy No 4 - Master copy saved in read only format within the shared network; F: / Manuals / Airport
3. Amendments will be made by publication of a complete hard copy of the document. Manuscript amendments are not acceptable. Amendments are to be made when:
a. A change occurs to any of the bird control facilities or procedures.
b. Required by the Civil Aviation Authority (CAA). Persons nominated as having certain responsibilities leave or change their responsibilities.
4. The Airport Operations Manager (AOM) is responsible for preparing and submitting amendments as required. The AOM is responsible for auditing the contents of this manual as well as its distribution.
Part 5 GLOSSARY OF TERMS
1. The Aerodrome Operations Manager is abbreviated to AOM.
2. The Fire Service Manager is abbreviated to FSM.
3. The Senior Air Traffic Control Officer is abbreviated to SATCO.
4. The Air Traffic Service Unit may be referred to as ATSU.
5. The RFFS staff may also be referred to as Duty Crew.
6. The Bird Control Unit may also be referred to as the BCU
7. The Bird Control co-ordinator may also be referred to as the BCC
8. The Bird Control Officer may also be referred to as BCO.
Part 6 ROLES AND RESPONSIBILITIES
1. Policy and resource provision (BCC) AOM and FSM
2. Policy implementation (habitat management) AOM and FSM
3. Policy implementation (BCC Operations) AOM and FSM
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4. Operations (surveillance) ATCO or BCO
5. Operations (dispersal) BCO and RFFS staff.
6. Record keeping BCO and RFFS staff
7. Quality management, monitoring and analysis of records AOM and FSM
8. Performance monitoring is carried out by the AOM and FSM
Part 7 LICENSING
1. A full list of authorised persons - Firearms License / Shotgun Certificate holders is retained by the FSM.
2. The Aerodrome Licensee is London Ashford Airport Ltd. The licence to operate the Aerodrome is granted by The Civil Aviation Authority (CAA) under the powers vested in it by The Air Navigation order. Licensing is regulated by the Safety Regulation Group of The CAA, with Civil Aviation Publication (CAP) 168 providing detailed guidance on procedures to be followed.
3. Licence to shoot or take birds, take or destroy nests, use weapons on the aerodrome or use dazzling lights on the aerodrome is attached at Appendix 7. The licence applies to authorised persons and individuals employed at Lydd Aerodrome who have a responsibility for BCU Operations or authorised for the purposes of vermin control.
Part 8 LIST OF FIREARMS RETAINED
1. All weapons and ammunition held for use at Lydd Airport are subject to a firearms licence or shotgun certificate.
Number Type Calibre / Gauge / Bore Held
1 Very Pistol sleeved internally and 12 Gauge used to fire bird-scaring projectiles
1 AYA Side by Side Shot Gun 12 Bore
1 Basque Under Over Shot Gun 12 Bore
1 Air-arms Air Rifle .22
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Part 9 FACILITIES and RESOURCES
1. BCU duties will be allocated primarily to the BCO. However, he is also charged with land management duties. Where the BCO is not on duty or unavailable for a time, a member of the RFFS Station will be allocated to undertake BCU duties.
2. A range of operational 4WD airside vehicles are available for use by the BCU as necessary.
3. A Scarecrow Patrol hand-held distress call device is available for use at all times, it can also be used for foot patrol or operation from other vehicles as the need arises.
4. An approved gun cabinet is securely located within the Fire Station for storage of weapons, Bird Scaring Cartridges and Ammunition.
5. The bird control records are retained at the Fire Station and are prepared by the BCO / RFFS staff as appropriate. The following is a list of persons who have completed a CAA recognised course in aerodrome bird hazard control.
a. AOM B. Daly
b. FSM P. Fisher
c. BCO G. Styles
d. Watch Commander J. Oliver
e. Watch Commander S. Everest
6. A copy of CAP 772 Bird Control on Aerodromes together with other relevant information and documentation is located in the Fire Station.
7. Various bird recognition aides-mémoire are available for use by the BCO on duty.
8. An adequate number of BCU staff are appropriately licensed and trained to undertake dispersal operations and use the equipment intended for the purpose. A list of shotgun and firearms license holders is retained by the FSM.
Part 10 OBSERVATIONS, COUNTS AND DISPERSAL OPERATIONS
1. Observing and Recording bird counts and activity is undertaken by the BCO and / or RFFS staff (dependant on duty hours). RFFS staff will normally observe and record bird counts / activity during the morning and the afternoon/early evening runway inspection. The BCO / or RFFS personnel allocated to BCU duties will record activity and bird counts during the remaining operational hours. Records will be maintained denoting the area where bird activity is found. The area codes are depicted on the Bird Control Area Plan at Appendix 2.
2. In addition to the persons named within Section 7, external resources authorised by the Airport Manager / FSM may execute bird / vermin control activity on the aerodrome outside of the aerodrome licensed hours.
3. Bird detection and dispersal by mobile patrols is intended to prevent incursions of
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certain species into locations where they constitute a birdstrike risk. Although the priority areas are the runway, its immediate environs and the approach and climb- out areas at either end of the runway, the ease and speed with which birds can move require that as large an area around these sensitive areas be kept as free of birds as is practicable. Bird patrols and dispersal techniques are to be undertaken as necessary under the following conditions.
a. When numbers of birds are encountered during runway or other aerodrome inspections.
b. From time to time, as requested by ATC
c. When significant numbers of birds are seen infesting the manoeuvring areas.
d. Prior to the arrival and departure of high-risk movements. High-risk movements can be classified as any jet or turboprop movement.
The following bird control and dispersal techniques will be employed as deemed appropriate but their use, individually or in combination is largely dependent on the type and number of birds to be controlled at any given period. Operating procedures and protocol are contained within Appendix 1
a. Distress Call Broadcast Equipment
b. Bird scaring Cartridges and Pistol
c. ―Lures‖ and Visual Scaring Techniques
d. Shooting and Trapping
Procedures for operating within the manoeuvring areas are laid out in the aerodrome manual, as updated from time to time. It is the responsibility of the BCO and any bird operatives to have fully familiarised themselves with the operational procedures in place at the aerodrome. A copy of The Aerodrome Manual is available at the Fire Station.
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Part 11 HABITAT MANAGEMENT
1. The aerodrome operates a long grass policy that is managed by the AOM with the BCO performing the maintenance work directly in house.
2. The principle element of habitat management used as a bird deterrent across most airports is a ―Long Grass Policy‖ (LGP) based on the best practice in CAP 772, with modifications to suit local conditions.
3. The grassland management audit trail is as follows:
AOM / FSM ↓ BCO ↓ Contractor (where required)
4. Day-to-day monitoring and management of such a programme is the responsibility of the BCO and BCC, with external consultants providing additional technical advice where required. An annual maintenance regime is set out in advance by the AOM, is subject to continuous monitoring by the BCO, and modified as required.
5. The basic strategy is to maintain all airside grass areas continuously (except as necessary for periodic maintenance) between an absolute minimum height of 150mm and a maximum height of 250mm year-round.
6. Typically the only exceptions to this regime are the following: a. Runway marker boards and signs. b. Airfield lighting. c. Areas dictated by the grass height requirements of navigational aids. d. Grass areas used for aircraft parking.
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Part 12 AERODROME ACCESS
1. The aerodrome is in use both day and night and it is essential that all bird control staff operating on the aerodrome surfaces have a clear understanding of the procedures for gaining and controlling access to the aerodrome.
2. There are points of access deployed around the boundary, (see access gates plan at appendix 4). These are protected by locked gates and adequate signage warning of the presence of the aerodrome. The notices contain the appropriate wording from the ANO and a direct contact number for ATC.
3. Any person or vehicle moving on the aerodromes manoeuvring area during licensed hours must be in two-way radio communication with ATSU.
4. No-one should enter the areas marked as Critical Areas in front of either the ILS Glide Path or Localiser without direct permission from ATC. Where essential maintenance work is to be carried out; Grass cutting, Tree lopping etc, persons detailed with this job should first seek advice from ATC and / or the ATC Tel‘s Supervisor prior to proceeding.
5. As directed by ATC - whilst Low Visibility Procedures (LVP‘s) are in force, only persons carrying out essential maintenance will be allowed to work within the manoeuvring areas. During this time, there will be aircraft making approaches to the airport utilising the Instrument Landing System (ILS). This will necessitate the continued surveillance by the BCO / RFFS to ensure control of bird activity within the manoeuvring areas. There must be radio contact between the BCU and ATC at all times.
6. In order to be able to service adjacent fields which are not accessible by any other means the local farmer has right of access through gates at the northern aerodrome boundary between gates M & Z, The farmer has been issued keys for the gate locks and access to mobile telephones stationed at each gate in order to contact ATC. (These phones are maintained in charged state by RFFS/BCU staff). He must make his intentions to cross the area known to ATC in the first instance. ATC may then co-ordinate their actions with that of arriving or departing aircraft in a safe manner.
7. Any person who enters the aerodrome without the permission of the licensee is committing trespass. Any person who enters the aerodrome without the permission of the licensee and carrying a weapon is committing armed trespass.
8. Air Navigation Order rule 36.1. A person or vehicle shall not go onto any part of an aerodrome (not being part of the aerodrome which is a public right of way) without the permission of the person in charge of that part of the aerodrome, and except in accordance with any conditions subject to which that permission may have been granted.
9. Public Rights of Way. There is one Public Right of Way on the Aerodrome. This passes through the undershoot of runway 03 and is shown in Appendix 4 as an extract of the official rights of way map.
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Part 13 RECORD KEEPING AND REPORTING
1. The BCO will be responsible for manually recording information on bird activity and over flights, area they were observed etc on to the reporting sheets provided. This information is vital for pre-planning and bird activity tends.
2. The BCO will transfer the manually compiled information on all bird activity month on month to computer spread sheets, which is then displayed in graph format. They will make the information available for audit purposes to Management, within the shared access points on the company internal computer system.
3. A bird control daily logbook is maintained by those performing BCU duties throughout airport operating hours in respect of all bird control operations. The following information is to be recorded:
a. Operating times and summary of bird control activity.
b. Details of bird strike that occurs either on or off the aerodrome and action taken.
c. Records of grass maintenance activities in progress.
d. Environmental changes that might affect bird movement or behaviour patterns (e.g. agricultural activities) and action planned or taken.
e. Field tasks undertaken by bird control personnel at local breeding, feeding or roosting sites and any other off aerodrome activities affecting the primary task.
f. Expendable stores used.
g. Details of other relevant events or duties e.g. weapon cleaning
h. Bird control forms and computer based information are also maintained so that bird activities & counts may be analysed.
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Part 14 APPENDICES
Appendix 1 Operational use of Bird Control techniques and equipment.
Appendix 2 Aerodrome Bird Control Map
Appendix 3 Aerodrome area map for Bird Controllers
Appendix 4 Definitive Map of Public Rights of Way - County of Kent
Appendix 5 Letter from Shepway District Council confirming that no rights of way or shooting permissions have been granted by them.
Appendix 6 Natural England License information
Appendix 7 Firearms Safety and Best Practice.
Appendix 8 Firearms Risk Assessment.
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Appendix 1
Operational Use of Bird Control Techniques and Equipment.
1 General
a. The methods of control outlined below have proved very effective either individually or in combination. It is best to try individual techniques initially, backing this up with manual arm movements or pyrotechnics or any combination as required. Varying the techniques will help to stop birds getting used to one method. Generally, using techniques with the same vehicle will re-enforce the association of vehicle movement with loud noise or distress calls. In some cases, just the sight of the vehicle is enough to lift them.
b. Beware of lifting flocks into the air whilst aircraft are on landing or take- off. Timing the dispersal will be essential so as not to inadvertently increase the risk to aircraft. Correct positioning will also need careful thought during the operation. You should never call or cause birds to lift across the runway if it can be at all avoided.
2 Distress Call Broadcast Equipment
a. A portable digital bird distress calls broadcast unit is available at all times. All personnel carrying out BCU duties (BCO and RFFS) will be trained in the use of this equipment, and descriptions of its general operation are contained in CAP772. The following issues will be adhered to when using, or preparing to use, the equipment:
b. It is much more effective if the correct distress call is broadcast to the correct species (e.g. the black-headed gull distress call works best on that species, and is not as effective on other gulls). Therefore, in order to use the equipment effectively, BCOs will be required to achieve and maintain the ability to identify the common airfield bird species. When mixed flocks are present, start with the most numerous species;
c. Distress calls work best on flocks of birds. With single birds or very small groups, use another method;
d. Detection, identification, positioning of the vehicle, playing of the distress calls and complete dispersal will take several minutes. Allow sufficient time for the full process or the results will be poor (or could make the situation worse by putting flocks into the air while an aircraft movement takes place). If time is short, use another technique.
e. Gulls in particular, and sometimes other species, will often fly towards the sound of distress calls. This should be borne in mind when positioning the vehicle, and also when setting the volume (see point ―g‖ below). When used to move gull flocks from on or near the runway, this can effect be used to ―pull‖ the birds to a safer location.
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f. With the exception of starling flocks, distress calls should always be broadcast from a stationary vehicle, or moving at no more than walking pace. If broadcast from a moving vehicle, birds are unable to respond naturally and will learn to ignore the distress calls.
g. Users often make the mistake of playing distress calls too loudly. In this context, louder is not better – distress calls should be broadcast at the lowest volume audible to the birds. Start the equipment at a low volume setting and turn it up slowly until the birds respond. Low volume is more natural and the birds will respond better (which is why most people find that the handheld equipment works better – it is always broadcast at lower volumes because the user is more exposed to the sound). Be particularly careful of playing distress calls at high volume near the airfield perimeter. The intention is not to lift large flocks of gulls, Corvid, lapwings, etc., in the surrounding countryside in an uncontrolled manner.
h. Distress calls may need periodic ―reinforcement‖ by combining with other methods, e.g. pyrotechnics, arm movements or lures. In the case of Corvid, occasional shooting of these birds may be necessary to retain the effectiveness of distress calls (see below).
i. If distress calls fail to work on the target species, alternate or reinforce their use with other methods. Continuing to use distress calls alone when their effectiveness is reduced can lead to them becoming completely ineffective.
j. There are no effective distress calls for many airfield species. Unless a specific distress call is available on the broadcast equipment, use other methods to disperse these species for example. The ―pigeon‖ distress call often included on distress call broadcast equipment is not recommended for dispersing woodpigeons or stock doves and is probably ineffective against feral pigeons.
k. Starlings react less well to distress calls than other species, commonly by flying directly away and alighting again within 200 metres. It may be necessary to pursue the flock with distress calls playing until they depart from the airfield. Reinforcement by shooting may be required with starlings.
3 Birdscaring Cartridges and Pistol
a. The BCU is supplied with Birdscaring cartridges (non-lethal bird scaring pyrotechnics) to the current CAA recommended specification and a dedicated pistol to fire them.
b. All authorised personnel are trained in the efficient and safe use of these cartridges. Local arrangements have been made to ensure that all users are covered by the necessary firearms certification issued by the local
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Police Authority and secure storage facilities have been arranged for the pistols and cartridges.
c. A range of Personal Protective Equipment (PPE) is issued to all BCO‘s for the firing of birdscaring cartridges. This equipment is to be used whenever these cartridges are to be fired. A register of firearms and ammunition is kept and weapons and ammunition are to be signed out (and back in) daily as necessary and transfers noted on shift handover.
d. Weapons are to be cleaned after use and before returning them to storage, and serviced according to the servicing schedule. Any damage or defects are to be reported immediately to the BCO and the Duty Fire Officer.
e. The practical use of birdscaring cartridges is described in detail in CAP772. However, as with distress calls, certain considerations will be adhered to when using, or intending to use, birdscaring cartridges.
f. They are potentially lethal to the user and other personnel, represent a significant fire risk and can cause alarm, harm or distress to people or livestock. All safety procedures must be followed carefully, and birdscaring cartridges are not to be fired from within any vehicle or in the area of fuel stores, passenger terminal / ramp areas. If you have any doubts, do not fire – unload the weapon. See Appendix 7.7-8 inclusive.
g. ATC must be informed prior to any discharge of the signal pistol. Because of the pyrotechnic ―flare‖ component, there is a risk that birdscaring cartridges could cause distraction, or be mistaken for signal flares, by aircraft crew. To guard against this, birdscaring cartridges will not be fired in the vicinity of moving aircraft, or when aircraft are within 3 miles of the airport on landing approach, without first informing ATC.
h. The pistol must always be fired into the air to enable time for the charge contained within the cartridge to detonate safely. The operator must also be aware of the potential for the cartridge to start grass fire should the pistol be aimed low or the cartridge is delayed action or misfire.
i. The pistol may cause alarm to observers, particularly passengers or members of the public. Consider this at all times.
j. Birdscaring cartridges are very effective for rapid dispersal and when time is short they are preferred over distress calls.
k. As the scaring stimulus can be directed, it is often possible to control dispersal direction and 'herd' flocks away from movement areas. Similarly, transiting birds can be turned back and 'held' when they conflict with aircraft movements (taking care not to distract or alarm pilots). This directional control cannot normally be achieved by the use of distress calls.
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l. Attempting to ‗push‘ birds into a strong wind is rarely successful they almost always break away and depart downwind eventually. Whenever possible birds should be encouraged to depart in the direction they appear to want to go.
m. Birdscaring cartridges will not be used to hasten departure of birds put to flight by distress calls until the broadcast has been terminated and will never be fired before the use of broadcast distress calls as it will cause a confused response.
n. Birdscaring cartridges are not to be fired over the perimeter fence unless the landowner has given written permission and never over public rights of way, livestock (particularly horses), members of the public or ripe cereal crops or other flammable substrates. Fields adjacent to the airfield may be cleared of birds by firing high in the air near, or parallel with, the boundary fence where necessary. They will not be used for off-airfield bird control operations.
o. The pistol and cartridges are to be kept secure at all times. They are never to be left unattended in an unlocked vehicle.
4 Lures and Visual Scaring Techniques
a. The construction and use of the ―lure,‖ the use of ―arm scares‖ and the value of human presence (on foot) on the airfield as bird dispersal techniques are covered in detail both in the training material and in CAP772. Although these techniques are fairly short-range and have some limitations, their use is to be commended, as they add variety to what would otherwise be a very limited and stereotyped bird control repertoire.
b. Corvids in particular can often be dispersed better by the use of lures, arm scares or simple human presence than by the use of distress calls and pyrotechnics. Additionally, these techniques can be used in areas where the other methods may be inappropriate or unsafe. These techniques may seem unsophisticated, and they are greatly under-used (possibly because they are regarded as a little embarrassing) but they are safe, effective, inexpensive and highly resistant to habituation.
5 Shooting and Trapping
a. Shooting is a small, but on occasion necessary, part of the airport bird control programme, and this necessity is recognised in the issue of General Licences to allow the taking of certain birds and their eggs to preserve air safety.
b. Trapping is rarely used on aerodromes, and only against corvids and feral pigeons. The humane and effective use of traps is a highly specialised field skill that cannot be learned in the training room or from written material and is
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not recommended for general use by BCOs Therefore, although the use of cage traps and Larsen traps (cage trap with a live decoy bird) on airfields is not used often, it is allowed under General Licence in England, their use is not described in detail in this document.
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6. Precautions for Handling Wild Birds and Bird Remains
AERODROME SAFETY INFORMATION 01 / 2010
Avian Influenza (Bird Flu) in Wild Birds
Under international rules, the UK was declared officially free from avian influenza in November 2008. Currently there is no evidence to suggest that highly pathogenic avian influenza virus H5N1 is present in wild birds in the UK, and Lydd airport is not in a surveillance zone that requires the reporting of discoveries of dead wild birds. If this situation changes these guidelines will be reviewed.
Health & Safety advice for Bird Control Unit (BCU) Operators Handling Wild Birds
It is not necessarily the fact that dead birds found within the aerodrome will be infected with any parasitic organisms, viruses or bacteria harmful to man. However, birds can carry infectious disease or cause allergic reactions and we should not take any risk of contamination or infection affecting those who deal with bird control on the aerodrome. All birds, carcasses or surfaces and materials contaminated by bird faeces, blood, etc. are to be treated in the same way.
In the event that a dead / dying bird or numbers of birds are found within the aerodrome the following method of handling will apply: -
1. Dead / dying / live birds are only to be handled by the BCU staff.
2. Small dying birds will be dispatched as soon as possible using the BCU equipment by a suitably qualified member of the BCU.
3. Large birds that have suffered physical damage due to ‗Bird-Strike‘ should be reported to the RSPCA as soon as possible. Every effort should be taken to ensure the animal‘s welfare as far as is reasonably practicable.
4. All Live birds or bird remains are to be handled only with the use of appropriate PPE.
5. PPE is made available in the following form; Mask – Gloves – Heavy Duty Clear Plastic Sacks – Tie-wraps.
6. PPE will be retained in the BCU Vehicles for ease of use.
7. Once you have located the bird and before you are ready to recover the remains, you must be wearing the PPE as supplied.
8. All physical remains of the bird(s) are to be placed into the plastic sack.
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9. Ensure that you inspect the general area for other remains. Once you are certain that you have cleared the area, place the disposable mask and gloves into the bag sealing the mouth of the sack with the cable-ties.
10. Birds that have obviously been involved in ‗Bird-Strike‘ should be reported appropriately through the occurrence scheme and disposed of by burning.
11. Birds (especially larger species) found without any obvious ‗Bird-strike‘ damage or history, should be treated as suspect and handled with particular care.
12. If live, injured or dead birds are handled, or contaminated surfaces touched, it is important to wash your hands with soap and water as soon as possible. Avoid touching your face and certainly do not eat until you have washed your hands. Clean any soiling on clothing with soap and water.
13. Details must be recorded within the BCU logging system in all cases.
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Appendix 2
Bird Control Area Map – Access gates in Red text
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Appendix 3
Aerodrome area map
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Appendix 4
Official rights of way map (extract)
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Appendix 5
Letter from Shepway District Council confirming no rights of way or shooting rights.
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Appendix 6
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Appendix 6a
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Appendix 6b
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Appendix 6c
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Appendix 6d
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Appendix 6e
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Appendix 7
Shotgun / Firearms / Pyrotechnics; Safety & Best Practice. All aerodrome staff that carry out Bird and vermin control duties who are licensed and authorized to use company weapons in the execution of their duties are required to note the following safety and guidance information; The most important rule of gun handling……
NEVER POINT A GUN, LOADED OR UNLOADED, IN AN UNSAFE DIRECTION.
1. Safety a) Above all, safety is the most important consideration. Always be aware of the direction in which the muzzle of your gun is pointing and NEVER point it in an unsafe direction. Whenever you shoot, make sure you know where the shot will go before you touch the trigger. b) Always exercise caution when on foot due to the uneven nature of the terrain and hidden hazards such as Rabbit warrens. Hazards such as the aforementioned can cause serious leg & ankle injuries. It is always advisable to carry a mobile phone or two-way radio to summon medical assistance should the need arise.
2. Carrying a shotgun in a slip a) To prevent a shotgun falling out, if your slip fastening should fail, keep it with the barrels down and stock up when slung over your shoulder. b) A shotgun should be opened before removing it from the slip. Do not touch the trigger even at this stage. Your first action should always be to check that the barrels are clear while pointing the gun in a safe direction. Don‘t point the muzzle end of the slip at anyone! c) On replacing the shotgun in a slip, you should check the gun is clear and insert the barrels into the slip before closing the gun and then fastening the slip.
Remember, a shotgun / firearm should always be considered loaded until proven empty and, even then, still handled as if it were loaded.
3. Carrying a shotgun out of a slip a) When you are not shooting but have the gun out of its slip, it should normally be carried empty, open (broken) and over the crook of the arm, not over the shoulder or in any other way. The muzzles should not be rested on your feet.
4. Passing a shotgun to someone a) When passing a gun to someone it should always be proved empty: that is open, empty and passed stock first so that the empty chambers are visible.
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5. Crossing an obstacle on your own a) Open the gun and remove the cartridges, then close the gun and, ensuring that the muzzles do not point at you, lean the gun with stock down and barrels up against or partially through the obstacle so that it cannot slip or fall. Otherwise place the gun carefully on the ground and out of harm‘s way so that you can easily reach it from the other side. b) Climb over the obstacle and retrieve the gun, again using appropriate muzzle awareness, open the gun, check the barrel for obstructions and continue. c) Carrying the gun over the obstacle is not a good idea.
6. Crossing an obstacle in company a) Guns should be open and unloaded and held by one person while the other person climbs over the obstacle. The guns are then passed over (open, empty and stock first) one by one; the other person then climbs over and retrieves his shotgun on the other side.
7. Signal Pistol a) Always transport pistol with breach open so it is clear to see no ammunition is in the barrel. b) Never load pistol whilst in the vehicle or discharge pistol from open window. c) Only insert ammunition once ATC have given permission to discharge the weapon. d) Never discharge exploding projectile in the direction of grazing livestock. e) Check and double check correct ammunition has been selected for Signal Pistol use only.
8. Shooting safely
NEVER POINT A GUN, LOADED OR UNLOADED, IN AN UNSAFE DIRECTION. a) Always consult ATC prior to firing a weapon whilst the aerodrome is operational. b) Ensure correct PPE is worn whilst discharging firearms. c) Do not discharge any firearm including signal pistol from inside a vehicle. d) Never shoot unless you are sure it is safe to do so. e) Always have the safety catch on ‗safe‘ until the moment before you fire. f) Always bear in mind the possibility of a ricochet, particularly across shingle banks, water or off branches and vegetation. g) Never load a shotgun / firearm unless you are expecting a shot. h) Never travel with a loaded shotgun / firearm. i) Never put down a loaded shotgun / firearm or leave it unattended.
London Ashford Airport Ltd Page 33 of 37 June 2010 LYDD AERODROME BIRD CONTROL MANUAL j) Never touch the triggers until you want to fire. k) Never attempt to shoot unless you are steady on your feet. l) Never shoot unless you are certain of your target and can see it clearly. m) Never shoot in the direction of parked Aircraft, Runway Approach or Departure tracks, Runways, Taxiways, Aprons or Public footpaths. n) Never shoot at, or near, overhead power lines or insulators. o) Above all - be safe and sensible.
9. The law
You are responsible for the security of any shotguns / firearms in your possession at all times. a) When not in use, shotguns / firearms must be stored securely, in order to prevent – so far as is reasonably practicable – access by unauthorised persons. When in use, all reasonable precautions must be taken for their safe custody. b) It is an offence for a person under the age of 15 to have with him, or her, an assembled shotgun / firearm except while under the supervision of a person of 21 or more, or while the shotgun / firearm is so covered with a securely fastened gun cover that it cannot be fired. c) It is an offence to be in possession of a loaded shotgun / firearm in a public place without lawful authority or reasonable excuse. d) It is an offence to shoot game on Sundays and Christmas Day. In certain counties it is an offence to shoot wildfowl on Sundays. This applies to England and Wales; legislation is somewhat different in Scotland. Always check if you are unsure – never guess at what the law requires. e) All birds and many animals are protected. There is an ‗open‘ season for quarry species and it is an offence to kill or attempt to kill them at other times. Certain pest birds may be shot by authorised persons at any time under an Open General Licence issued annually by Natural England. (Lydd Airport is in possession of this licence in order to carry out pest control duties within the curtilage of the aerodrome). f) It is an offence to shoot wildfowl or game with a self-loading gun having a magazine capacity of more than two cartridges. g) You may only lend a shotgun to someone without a certificate if you are with that person, on land of which you are legally the occupier OR if you are at a clay pigeon shoot where the Chief Constable has granted special permission to allow non-certificate holders to shoot.
London Ashford Airport Ltd Page 34 of 37 June 2010 LYDD AERODROME BIRD CONTROL MANUAL h) Guns should note that to shoot across a footpath or bridleway that is in use by walkers or riders may constitute a public nuisance or willful obstruction. There may also be a liability in negligence if it is known that people are on, or likely to be on, the path.
REMEMBER - IGNORANCE OF THE LAW IS NO EXCUSE. If in doubt, always ask.
10. Security a) Keep all firearms secured within the purpose-built gun cabinet when not in use. Ensure only appropriately trained and licensed personnel have access to the keys. b) Store ammunition separately from company weapons. The law does not require us to keep shotgun cartridges secure; however, for safety and security you are required to lock ammunition away in the cabinet provided when not in use. c) When moving around the airfield in a vehicle, keep guns and ammunition out of sight. It is preferable to keep the guns in their slips or cases. If you have to park your vehicle for any reason, park it where you can see it – if at all possible. The vehicle where possible should be locked. d) Where possible, remove the fore-end of the shotgun and take it with you.
11. The shotgun / firearm a) Always ensure that the shotgun / firearm is in a safe condition. b) Hammer guns require particular care, such as carrying them uncocked, except when expecting a shot. c) Always clean and dry your shotgun / firearm after use. Never put a damp gun into the steel cabinet. Use gun cleaning equipment stored within the gun cabinet and inform the BCU & Duty Fire Officers if contents are running low. d) If a fault develops, STOP using the weapon immediately and report it to the BCU Officer and Duty Fire Officer. e) Never use a gun with badly dented or pitted barrels. Report any damage to the BCU Officer and the Duty Fire Officer. The company service provider (Kent Wool Growers) will arrange repair or disposal of the weapon as necessary.
12. Ammunition a) Ensure that the ammunition type and shot size is suitable for both your purpose and the gun. If you use non-toxic (steel) shot make sure gun and cartridge are compatible otherwise damage could occur. If you are in any doubt consult the BCU Officer or Duty Fire Officer before dispensing ammunition from a shotgun. b) In the case of a misfire, keep the barrels pointed in a safe direction and open the gun cautiously, after waiting 30 seconds.
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13. Bird Scaring Rope Bangers a) As with any pyrotechnic caution should be exercised when handling / deploying bird scaring rope bangers. b) Always ensure ATC and all personnel likely to move around the airfield are made aware of the position of ignited rope bangers. c) Do not deploy rope bangers in the vicinity of public footpaths or any area where farm vehicles have right of access to the aerodrome. d) Never return to deployed rope bangers unless you are absolutely sure they are all either expelled, or extinguished following a spell of precipitation.
14. How do I know I am safe? a) The BCU Officer at Lydd aerodrome is a competent firearms operator with a number of years experience and knowledge. It is his responsibility to ensure personnel with responsibilities for aerodrome bird control duties have adequate training and practical experience prior to conducting BCU duties involving the use of firearms.
15. Insurance a) Personnel employed by Lydd aerodrome who‘s duties require them to use firearms for the control of birds and vermin within the aerodrome curtilage are covered under the Public Liability and Aerodrome Owners and Operators policies.
16. Summary a) The above information is provided for your safety and the safety of your colleagues and any other guest or member of public who may be on the aerodrome. You are advised to reference the content of this document from time-to-time to maintain competence and ensure as far as is reasonable absolute safety when using firearms. You should consult your line Manager / Head of Department if you have any concerns with reference to the use of firearms without delay or reservation.
London Ashford Airport Ltd Page 36 of 37 June 2010 LYDD AERODROME BIRD CONTROL MANUAL FIREARMS / PYROTECHNICS RISK ASSESSMENT Appendix 8 Activity Description: Bird and Vermin Control using Firearms & Pyrotechnics. Location: Lydd Aerodrome Completed by: P. Fisher
Date: June-2010 Review Date: June-2011 Activity covered by existing instruction – (Yes) Document Reference: Appendix 8 1 2 3 4 5 Hazard Who might be harmed Is the risk List where the information may be found Risk Assessment score adequately Low / Medium / High controlled
Slips/trips Staff Yes Appendix 7. 1(b) M Fall of shot Staff/Public/Aircraft Yes Appendix 7. 1(a) L Overhead power lines Staff/Public Yes Appendix 7. 8(n) L Direction of firing Staff/Public/Aircraft Yes Part 13.3 - Appendix 7. 8(m)–9(h) M Public footpaths Public Yes Appendix 7. 8(d)-8(f)-8(m)-9(h)-13(c) L Transporting guns Staff Yes Appendix 7. 3(a)-7(a)—8(h) M
Gun swing across Appendix 7. 1(a)-8(m) Approach/Departure paths Aircraft & occupants Yes M L Ricochet Staff/Public/Aircraft Yes Appendix 7. 8(d)-8(f) M Loaded weapon in vehicle Staff Yes Part 13.3 - Appendix 7. 7(b)-8(h)
Sudden noise from L Pyrotechnic Staff/Public/Farmer/Livestock Yes Part 13.3 - Appendix 7. 7(d)-13(c)- 13(d)
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