Aerodrome Operational Management Guidance

Management of operations at aerodromes

1. WORKING TOGETHER TO ENHANCE
AIRPORT OPERATIONAL SAFETY
Presented by: Juan Manuel Manriquez
Aerodrome Certification Workshop, Tirana,
Albania
Date: 15 to 17 January 2019
Aerodrome Operational
Management

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

3. Aerodrome Certification
⋅Where is my airport in terms of certification?
⋅What challenges are we facing?
⋅Bureaucracy?

4. ⋅Airport Operator
∼ ςδ ρταλησσδχ σγδ δθνχθνλδ λµτκ σν σγδ Β≅≅ ατσ σγδξ γυδ µνσ
come back with comments
∼ Ντθ βνµβδρρηνµ βνµσθβσ χνδρ µνσ ρσηοτκσδ σγδ θδπτηθδχ ηµυδρσλδµσ ενθ
runway strip, RESA and other important projects
⋅Civil Aviation Authority:
∼ Σγδ ηθονθσ ρταλησσδχ σγδ δθνχθνλδ λµτκ ατσ ησ ϖρ ηµενθλκ−
∼ ςδ γυδ λµξ βνλλδµσρ σν δθνχθνλδ λµτκ
∼ Σγδ ηθονθσ γυδ σν ηµυδρσ µχ βνθθδβσ κκ µνµ,βνµενθλησηδρ ϖησγ σγδ
runway strip, RESA and other important projects
Example

5. RESA
Runway strip
Minimum separation distance

6. Who is accountable?

7. Fewyears later

8. ⋅Airport Operator
∼ ςδ ρταλησσδχ σγδ δθνχθνλδ λµτκ σν σγδ Β≅≅ ατσ σγδξ γυδ µνσ
come back with comments
∼ Ντθ βνµβδρρηνµ βνµσθβσ χνδρ µνσ ρσηοτκσδ σγδ θδπτηθδχ ηµυδρσλδµσ ενθ
runway strip, RESA and other important projects
⋅Civil Aviation Authority:
∼ Σγδ ηθονθσ ρταλησσδχ σγδ δθνχθνλδ λµτκ ατσ ησ ϖρ ηµενθλκ−
∼ ςδ γυδ λµξ βνλλδµσρ σν δθνχθνλδ λµτκ
∼ Σγδ ηθονθσ γυδ σν ηµυδρσ µχ βνθθδβσ κκ µνµ,βνµενθλησηδρ ϖησγ σγδ
runway strip, RESA and other important projects
Example

9. RESA
Runway strip
Minimum separation distance

10. ⋅Airport Operator & CAA
∼ Ενθλκηψδχ σγδ οθνβδρρ ενθ ηµησησηµφ σγδ βδθσηεηβσηνµ
∼ Ογρδ νµδ νε σγδ βδθσηεηβσηνµ οθνβδρρ βνλοκδσδχ
∼ Ανσγ ηθονθσ µχ Β≅≅ θδ ϖνθϕηµφ σνφδσγδθ ϖησγ σγδ δθνχθνλδ λµτκ
and it is expected to be completed along with phase II of the
certification process by June 30 2016
∼ Γηφγ κδυδκ µδφνσησηνµρ ηµ οθνφθδρρ ενθ σγδ θδπτηθδχ ηµυδρσλδµσ ηµ
infrastructure, including an addendum to the concession contract.
Example
Within 3 months

11. Aerodrome Certification
⋅Where is my airport in terms of certification?
⋅What challenges are we facing?
⋅Bureaucracy?

12. Airport Operator Control Centre (AOCC) // Airport Operations Centre (AOC)
Integrated Operations Control Centre
(IOCC)
Stand allocation
Maintenance
Security
CCTV
Airlines
Baggage handling system
Ground handlers
Immigration & Customs
Emergency response

13. Operational coordination and integration

14. Bangalore International Airport
Hamad International Airport

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

16. 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.
OCC

17. An Indonesia AirAsia X Airbus A330-300, registration PK-
XRA performing flight XT-401 from Denpasar (Indonesia) to
Tokyo Narita (Japan), completed what appeared to be an
uneventful flight with a safe landing on Narita's runway 34R
and taxied to the apron.
A post flight inspection revealed damage to an engine (Trent
772) consistent with foreign object ingestion.
Japan's Ministry of Transport reported a runway inspection
subsequently showed one of the touch down zone markers
had crumbled with many fragments scattered on the runway.
The runway was closed for about 40 minutes. An
investigation has been opened to determine why the paint
has peeled off the runway.
FOD Management
March 30, 2018
Paint found on runway in
Narita

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

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

20. 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?
Friction Test & Rubber Removal

21. An SMS is a system toassurethe safe operation of aircraft througheffective
management of safety risk.
This system is designed tocontinuouslyimprove safety byidentifying
hazards, collecting and analyzing dataand 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
andsafety goals.
SMS is necessary for an aviation organization toidentify hazards and manage
safety risksencountered during the delivery of its products or services.
Safety Management

22. 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
Write what you do and do what you have written
Safety Management

23. -HazardIdentification
-Accident& Incident
notification
-Safety promotion
-HazardIdentification
-Accident& Incident
notification
-Safety promotion
SMS AirportSMS Airport
SMS acft
maintenance
SMS acft
maintenance
SMS
Handlers
SMS
Handlers
SMS
ATC
SMS
ATC
SMS AirlinesSMS Airlines
SSP CAA

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

25. 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
Categories of Safety Performance Indicators
Safety Performance Indicators
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

26. Leading Indicators
number of planned apron
inspections
planned number of apron
sweeping activities
number of FOD walks
organized by airport operator
or other entity
Lagging Indicators
Cat A: damage to stationary aircraft
Cat B: damage to moving aircraft
Cat C: damage from jet blast
Cat D: equipment / equipment damage
Cat E: equipment / facility damage
Accidents involving vehicles / equipment are
shown as follows:
number of accidents per category
number of accidents (total, Cat. A - E)
Exercise: Develop five lagging and five leading
safety performance indicators (10 minutes)

27. What should be reported? What can we do with the data? How SMS uses the data? Safety
Performance Indicators? Leading Vs Lagging indicators?
Data collection

28. www.aci.aero/apex
0
0.5
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1.5
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2.5
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January FebruaryMarch April May June July August September October November December
I
n
c
id
e
n
t
s
/
A
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c
id
e
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Very High High Moderate
Very High ThresholdHigh Threshold Moderate Threshold
What’s your threshold?

29. 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 Promotion

31. Safety Week

32. Safety Week

33. 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?
Emergency Planning

34. Mass Casualty Incident (MCI)
MCI
How is your airport transporting emergency
supplies and equipment to the accident site?

35. Consider what you
would do ??
Shows the need to
have a plan
Plan for the worst
case scenario
Disabled Aircraft Recovery

36. Is your airport ready for this?
Disabled Aircraft Recovery

37. List of Equipment
Is it Adequate ??
Training
Checking of
equipment
Consider Temp.
Threshold
Table top exercise
Airline Kit here ?
Disabled Aircraft Recovery

38. ⋅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.
Overview

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

40. Constant change
Apron Layout

41. 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.
Apron Layout
WELL-DESIGNED APRON
De-icing ApronPassenger Terminal Apron

42. Aircraft Stand
Apron Taxiway:
Aircraft Stand Taxilane
Apron Service Road
GSE Staging Areas
Apron Division Areas
Apron Layout

43. Apron Layout
Self-manoeuvring methods
Taxi-in/Pushback
Configurations

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

45. www.aci.aero/apex
Apron Markings
Different airport.- Different markings

46. www.aci.aero/apex
Same airport.- different markings
Apron Markings
Is there an apron makings plan?
Is there a markings schedule?

47. Stand safety line and equipment parking line
Apron Markings
Vs

48. No Parking Area
Air Bridge Wheel Position

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

50. www.aci.aero/apex
Removal of markings
Apron Markings

51. Direction to stand markings
Apron Markings
Markings leading to construction site

52. Design issues
Apron Markings
Vehicle service roads

53. Aircraft tail over vehicle service road
Design issues
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?

54. General aviation
Apron Markings / Design
Aircraft tie downs

55. Lack of markings and signs
Apron Markings
Too many markings

56. Controlled area? Pilot discretion? Ground Handler discretion?
Apron Markings
What do you think?

57. Speed Limits
Apron Markings
Perimeter roads 50 km/h;
Service roads 30 km/h;
Tail-of-stand service roads behind aircraft20 km/h;
Stands 10 km/h;
Reversing 5 km/h;
Baggage sorting room 5 km/h
QUESTION:
What are your airport’s
airside speed limits?
Do you know them?

58. Surface preparation
Glass beads
Marking procedures
Layouts?
Drawings and
specifications?
Inspections before and
after?
Markings Plan
Markings Plan

59. ACI Apron Markings and Signs
Handbook

60. 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)
Overview
Ground Handling

61. 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.
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:
Ground Handling

62. Should ground handling service
implement
Should ground handling service providers
implement a Safety Management System?
GHSP and SMS

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

64. www.aci.aero/apex
ƒThe airport operator’s SMS shouldmonitor and provide
safety oversightof activities and services conducted as
defined in the ground handling license provided to the
ground handling service provider.
ƒGround handling service providers shoulddevelop and
maintain a Safety Management Systemthat is
commensurate to their operations on the airport and with
the airport operator’s SMS.
ƒThe ground handling service provider’s SMS should
contain as a minimum:
ƒA formal mechanism establishing the ground handler’s
obligations in relation with the Airport Authority’s SMS.
ƒSafety reporting and data collecting/sharing
ƒSafety risk management (risk identification and
mitigation).
ƒSafety assurance (safety performance indicators,
monitoring and improving mechanism).
ƒMandatory SMS related training.
Ground Handling
Safety Oversight

65. 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
Performance standards and
service levels
Cost recovery
Penalties
Compliance with airport
regulation
Equipment
Licensing
Ground Handling
A standardized list of
items included in an
airport license is
included in the white
paper.
A standard template
will be developed in
a second phase.

66. Standards and recommendationsfor ground handling service providersshould
be developedand monitored by industry regulatory bodies.
Ground handling service providersshould be certifiedagainst these standards.
Oversight should be conductedby 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
Certification
Ground Handling

67. 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
Tendering Process
Ground Handling

68. Challenges
Ground Handling

69. 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
R
e
g
u
la
t
o
r
y
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.
The pressures put on GHSPs can have a negative impact on safety
and operational performance resulting in incidents or lost airport
capacity.
O
p
e
r
a
t
io
n
a
l

70. 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 andequipment in the apron area
Why do we need a vehicle/driving permit system?
Vehicle Driving Permit System

71. Airport operators have the overall responsibility:
– Management of the operation of ground vehicles (airside)
– Acceptable condition of all vehicles
– Vehicle licensing system
– All aspects of vehicle and driving standards
Airside vehicle operations permit

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

73. ∼ Σθηµηµφ9
∼ Σγδνθδσηβκ σθηµηµφ
∼ Οθβσηβκ σθηµηµφ
∼ Ορρηµφ  χθηυηµφ
test
∼ ∆λδθφδµβξ Οθνβδχτθδρ
∼ Υδγηβκδ ββηχδµσ
∼ Υδγηβκδ αθδϕχνϖµ
∼ Εηθδ
∼ Οδθρνµκ ηµιτθξ
∼ Βσδφνθηδρ
∼ ≅οθνµρ
∼ Λµνδτυθηµφ θδ
∼ ≅ηθονθσ θδφτκσηνµρ µχ
requirements
∼ Νυδθρηφγσ
⋅It is the responsibility of the airport operator to have a
formal training, assessment and licensing programme in
place for all drivers operating airside.
⋅The aerodrome operator is also responsible for the
dissemination of airside driving regulations and
procedures to all users.
The programme
Airside driving permit (ADP)

74. National Legislation and Regulation
Airside driving permit (ADP)
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

75. The primary role of a runway safety team is toadviserelevant operators and
service provider's management and operational staff on prevailing local
conditions on the runway, taxiways and adjacent areas, other issues of concern
anddevelop mitigating measures and solutions to identified issues
Runway Safety Team

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

77. 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
Which events indicate that an additional meeting of the RST should be
called?

78. 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);
Military operator (if applicable, based on joint use of
the airport or other military roles)
RST Representatives should include, at least:
Pilot’s participation is of
great importance for the
RST

79. Example
ATTENDEES Designation & Organisation
BIAL
∂ Mr Glen Wilson
∂ Gp Capt TA Sreenath (Retd)
∂ Mr Shaji PJ
∂ Dr KJ Devasia
∂ Mr Satya Subramaniam
∂ Mr Selvaraj Arumugam
∂ Lt Cdr Pushpa Pandey
∂ Mr Anoop Kumar
∂ Mr Vinayan M
∂ Mr Chiranjib B
∂ Mr Gireesan M
AAI
∂ Mr VSP Chinson
∂ Mr MM Yaseen
∂ Ms Jabira M Yaseen
∂ Mr Sidharth Shresth
∂ Mr Anil Kumar S
Indigo
∂ Mr SPS Narli
∂ Capt Atul Bhatia
Blue Dart
∂ Capt Akshay Jadhav
Jet Airways
∂ Mr KS Srikanthan
Air Asia
∂ Mr Sidharth Bopanna
∂ Capt Amarjith Padman
∂ Mr P Vinodh Kumar
Spice Jet
∂ Capt Andre D’Souza
∂ Mr Ajish P George
Go Air
∂ Ashish Vaishnav
∂ VP CE & Ops
∂ GM Aviation Safety & EBCM,
∂ GM Airside Maintenance
∂ DGM E&BCM
∂ DGM Aviation Safety
∂ DGM ARFF
∂ AGM Airside Ops
∂ Sr Manager Airside Ops
∂ Sr Manager Airside Ops
∂ Sr Manager ERM
∂ Deputy Manager Av Safety
∂ GM (ATM),AAI
∂ JGM (ATM), AAI
∂ JGM (ATM), AAI
∂ JGM (ATM), AAI
∂ JGM (CNS), AAI
∂ Associate Director-ATM, Indigo
∂ Flt Ops, Indigo
∂ Flt Ops, Blue Dart Aviation
∂ Manager Line Maintenance, Jet Airways
∂ Duty Executive, Air Asia
∂ Flt Ops Manager, Air Asia
∂ Deputy Chief - Flt Safety, Air Asia
∂ Flt Ops, Spice Jet
∂ DM – Spice Jet
∂ Senior Manager, Go Air

80. 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
RST Data

81. Day and night airside visits
Activities

82. RST
Example of topics
that should be
included in the
RST

83. RST
Example of topics
that should be
included in the
RST

84. RST
Example of topics
that should be
included in the
RST

85. Airside driving
simulator at BRU

86. PPT 2.86
Wildlife basics
ƒPreservation of life (Passenger, Flight Crew & Ground Staff)
ƒLoss of Reputation (example: US Airways 1549 Hudson River crash
landing)
ƒAvoid legal proceedings
Question –Why do airports need wildlife Control?
Aerodromes can make the error
of misunderstanding the threat
of wildlife strikes, in particular
where they predominantly have
only small birds on site.
ƒBirds are not the only problems! Other
wildlife may also encroach a runway
and prove hazardous!

87. PPT 2.87
Wildlife basics
Documentation and Regulatory Requirements
ICAO Annex 14 Chapter 9.4.1on 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
sources on the presence of wildlife on or
around the aerodrome constituting a potential
hazard to aircraft operations; and
c. An ongoing evaluation of the wildlife hazard by
competent personnel
ICAO Doc 9332
ICAO Bird strike Information System (IBIS)
Contains information and recommendations
for Aerodrome Operators regarding
Bird strike reporting, specifically Data Entry
and Retrieval and Database Layout
Airport Services Manual - Part 3
Bird Control and Reduction

88. PPT 2.88
Wildlife basics
Documentation and Regulatory Requirements
ACI Wildlife Management
Handbook
ACI Policy Handbook 5.19.1on 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.

89. State civil
aviation authority
Airport operator
State/airport
bird/wildlife
strike committee
Person responsible for
airport bird/wildlife strike
control Managment
Wildlife
Supervisor/Officer
/Bird Patrol
Pro-active
management
PPT 2.89
Overview of roles & responsibilities for
wildlife control
Responsibility within
the State
http://www.icao.int/safety/Pages/USOAP-Results.aspx

90. The typical organizational structure that can be used for a Wildlife
Hazard Management Plan (WHMP).
Roles, titles and tasks will vary due to
AIRPORT SIZE & resources but the
role must always be managed
Seniormanager
withoverall
responsibility
Airport
Wildlife
Committee
Wildlife
Control
Coordinator
Supervisor
Wildlife
Control
Officers
Ensure that the
role has a practical
application at the
Aerodrome
Aerodrome Wildlife Organizational Structure

91. Wildlife Hazard Management Plan
Roles and tasks in the wildlife hazard
management programme
Collecting, reporting and recording data on
wildlife strikes and observed wildlife
Wildlife safety risk assessment
Habitat and land use management
Expelling and deterring wildlife
Coordination with stakeholders
Personnel training
Wildlife Hazard Management Plan
Wildlife

92. 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?
Roles and tasks in the wildlife hazard management programme &
Collecting, reporting and recording data on wildlife strikes and observed wildlife
Wildlife

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

94. Is there an action plan to implement the
recommendations in the wildlife assessment
report?
Does the plan indicates the periodicity of wildlife
assessments?
Does the WHMP includes the data from the
wildlife assessment?
Wildlife Assessment
Wildlife

95. Habitat and land use management
Wildlife
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?

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

97. 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. ThisDATAwill help all
Wildlife Hazard Controllers to use the best/more
efficient combination of tools to deter each specie
effectively.
Expelling and deterring wildlife
Wildlife

98. Leading, representing and serving the global airport community
www.aci.aero
98

99. WWW.ACI.AERO/APEX
THANK YOU!