I C A O 9137 P A R T * 3 ** 48414Lb 0 0 2 8 2 5 0 T O 2

DOC9137-ANI898
Part 3

AIRPORT SERVICES
MANUAL

PART 3
BIRD CONTROL AND REDUCTION

THIRD EDITION - 1991

Approved by the Secretary General

and published under his authority

INTERNATIONAL CIVIL AVIATION ORGANIZATION

I C A O 933’7 P A R T S 3 ** 484L4Lb 002825L 949

Published in separate English, French, Russian and Spanisheditions by the International

Civil Aviation Organization. AN correspondence, except orders and subscriptions, should
be addressed to the Secretary General.

Orders for this publication should be sent to one of the following addresses, together with the
appropriate remittance (by bank draft or post office money order) in U.S. dollars or the currency
of the country in which the order is placed.

Document Sales Unit

International Civil Aviation Organization
loo0 Sherbrooke Street West, Suite 400
Montreal, Quebec
Canada H3A 2R2

Egypt. ICAO Representative, Middle East Office, 9 Shagaret El Dorr Street,

Zamalek 1 121 1, Cairo.
France. ReprQentant de I’OACI, Bureau Europe, 3 bis,’villa Emile-Bergerat,
92522 Neuilly-sur-Seine (Cedex).
India. Oxford Book and Stationery Co., Scindia House, New Delhi
or 17 Park Street, Calcutta.
Japan. Japan Civil Aviation Promotion Foundation, 15-12, I-chome, Toranomon,
Minato-Ku, Tokyo.
Kenya. ICAO Representative, Eastern and Southern African Office, United Nations
Accommodation, P.O. Box 46294, Nairobi.
Mexico. Representante de la OACI, Oficina Norteamtrica, Centroamerica y Caribe,
Apartado postal 5-377, C.P. 11590, Mexico 5, D.F.
Peru. Representante de la OACI, Oficina Sudamerica. Apartado 4127, Lima 100.
Senegal. ReprCsentant de I’OACI, Bureau Afrique occidentale et centrale,
Boite postale 2356, Dakar.
Spain. Pilot’s, Suministros Aeroniuticos, S.A., C/Ulises, 5-Oficina Ndm. 2, 28043 Madrid.
Thailand. ICAO Representative, Asia and Pacific Office, P.O. Box 614, Bangkok.
United Kingdom. Civil Aviation Authority, Printing and Publications Services,
Greville House, 37 Gratton Road, Cheitenham, Glos., GLSO 2BN.

The Catalogue of
ICAO Publications
Issued annually, the Catalogue lists all publications
currently available.

Monthly supplements announce new publications, amendments,

supplements, reprints, etc.

Available free from the Document Sales Unit, E A 0

I C A O 9337 P A R T * 3 ** 4843436 0028252 885

Airport Services
Manual
(DOC9137-AN/898)

Part 3
Bird Control and Reduction

Third Edition - 1991

 I C A O 9337 P A R T S 3 ** m 4 8 4 3 4 L b 0028253 713 W

AMENDMENTS

The issue of amendments is announced in the rCA0 Journal and in the monthly
supplements to the Catalogue of ZCAO Publications, which holders of this
publication should consult. These amendments are available free upon request.

(ii)
 Foreword
According to theprovisions of Annex 14 there is a need for
States to &opt measures, as necessary, for discouraging
the presence on, or in the vicinity of, an airport of birds
constituting a hazard to aircraft operations. The purpose
of this manual is to provide assistance to States inensuring
that adequate measures are taken to overcome potential
bird hazards.
This document is written on the assumption that birds
are a serious hazard to aircraft, and it attempts to outline
what can and should be done to overcome this hazard. It
is not the purpose of this document to discuss the relative
importance of various hazards.
The prime purpose of this manual is to provide airport
personnel with the information necessary to develop and
implement an effective bird control organization for their
airport. As the risk of bird strikes is different at each site,
the management will also be different. The seriousness of
a bird hazard problem is affected by geographic location,
attractiveness of the site to birds, and air traffic density.
This manual outlines alternative organizational structures
that will effectively deal with the problem of bird control.
A brief history describes the evolution of the problem and
some examples of significant bird strikes.
The intention of this manual is to stress the importance
of good organization and planning in the creation of a
successful bird control programme. The manual is not
intended to be a report on dispersal techniques.
Wildlife programmes on airport environments include
bird and mammal control. This manual deals strictIy with
bird control for the purposeof reducing the hazard of bird
strikes. Airport authorities are encouraged to incIude both
(iig
birds and mammals in their airport wildlife control
programme.
The manual includes material dealing with the reasons
why birds occur at anairport,the organization and
composition of a nationaI committee to combat potential
bird hazards to aircraft operations, and the modifications
to be carried out at an airportremoveto the features which
attract birds.
A significant portion of this manual was prepared for
ICAO by Transport Canada. Alist of selected publications
containing material relevant to the subject of bird control
and reduction at or in the vicinity of an airport is included
at the end of the document.
It may be noticed that there are frequent references to
the word “committee”. In writing a document that is
intended for use in many States, it will beobvious that with
the variation in organization of the airport authorities,
flight control, etc., in the different States, it is impossible
to use a generic term for the advisory group which will
correspond exactly with every type of organization.
Reference is made later to a recommended organization of
the committee and,for convenience, the term is used
throughout the document to designate (singly or
collectiveIy) who is to take certain action.
It is intended that themanual be kept up to date. Future
editions will most likely be improved on the basisof
experience gained and of comments and suggestions
received from users of this manuaI. Therefore, readers are
invited to give their views, comments and suggestions on
this edition. These should be directed to the Secretary
General of ICAO.
 I C A O 9337 P A R T * 3 ** m 4B43436 0028255 594 m

Table of Contents

Page Page

Chapter 1. General ........................... 1 .

Chapter 7 Environment Management and Site
Modification .................................. 10
1.1 History .............................. 1
Chapter 8. Dispersal Methods ................. 12
.
Chapter 2 Organization of a National
Committee ................................... 2 8.1 General .............................. 12
8.2 Auditory deterrents .................... 12
Chapter 3. Roles and Responsibilities of a 8.3 Visual deterrents ...................... 12
Control Programme ........................... 3 8.4 Barriers .............................. 13
8.5 Lethal chemicals ...................... 13
3.1 General .............................. 3 8.6 Repellent chemicals .................... 13
3.2 The role of headquarters ............... 3 8.7 Third-party chemicals .................. 13
3.3 Roleof the regional office ............. 3 8.8 Traps ................................ 14
3.4 Roleof the airport manager ............ 3 8.9 Miscellaneous techniques ............... 14
3.5 Role of the wildlife co-ordinator and the
airport wildlife control committee ....... 3 Chapter 9 . Staffing Airport Bird Control
3.6 The importance of reporting ............ 4 Programmes .................................. 15

.
Chapter 4 How to Organize an Airport Bird Chapter 10. Incompatible Land Use Around
Strike Control Programme ..................... 7 Airports ...................................... 16

Chapter 5 . Aircraft Operators ................. 8 Chapter 11. Evaluating the Wildlife Control
Programme ................................... 17
Chapter 6. Classification of Birds as a Potential
Hazard ...................................... 9 Appendix . References ........................ 19
 I C A O 9137 P A R T * 3 ** W 4843416 0028256 920 W
Chapter 1
General
1.1 HISTORY
1.1.1 Birds have been a potential hazard to aircraft
since the beginning of air travel. Bird strikes were a minor
risk in the early days as there were few aircraft in the sky
travelling at reIatively low speeds. Damage to aircraft was,
therefore, limited to shattered windshieIds, dented leading
edges, and some damage tothe fuselage. The cost of
repairs was small and aircraftoperators and airport
authorities accepted bird strikes as a normal hazard of
flying.
. 1.1.2 In time, the speed of aircraft increased and
engine noise levelsdropped with the development of newer
generation turbine engines. Aircraft simply became too
quick and too quiet for birds to sense and avoid. Birds
inadvertently became a serious threat to aircraft safety as
strikes became more frequent and more serious.
1.1.3 In one incident, for example, a Boeing-747 on
take-off developed a violent vibration in the number two
engine. The compressor stalled and the engine shut down.
The aircraft, with 270 passengers aboard, made a smooth
landing at a nearby airport. The carcass of a Glaucous-
winged gull (Larus glaucescem) was found on therunway
at the latter airport. Also found were several piecesof
metal. Upon inspection of the departure airport, gulL-type
remains were found along with an extensively damaged
engine and wing parts. Damage was estimated at
U.S.$1.4 million. The examination of the bird remains,
through the useof electropherosis identification, con-
firmed that it was a Glaucous-winged gulk.
1.1.4 Damage to aircraft inflicted by a bird strike is
usually minor; however, some strikes can cause aborted
take-offs and precautionary landings and can result in a
crash. For instance, in one case aHerring gull (Larus
argentafus)was ingested by an engine on a Boeing-737. The
affected engine lost power at which point the pilot decided
to abort the take-off. The pilot applied the brakes at the
last minute and tried to stop the aircraft. As a result, the
aircraft skidded off the runway and sank to a halt in a
swampy area. Fifty-eight passengers were evacuated. The
costs of lifting the aircraft out of the mud and getting it
back into service were estimated at over U.S.$f.5 million.
1.1.5 Thecosts of down-time for inspection and repair
of aircraft following biid damage, or suspected bird
damage, aborted flights, rescheduling of aircraft passen-
gers and air cargo, transfer of passengers to alternative
means of transport, overnight accommodation atthe
expense of the aircraft operatorand the deIeterious effects
on schedulesof connecting flights can often bevery
significant and damaging to airline operating budgets and
public goodwill.
1.1.6 The ICAO Bird StrikeInformation System
(IBIS) provides anaIyses of bird strike reports received
from States. An analysis ofover 35 OOO bird strikes
contained in IBIS reveals the following:
- the total number of significant bird strikes (occurrence
resulting in substantial damage to aircraft, precaution-
ary landing or aborted take-off,etc.) reported was 1 924
(or 5 per cent of the strikes);
- 69 per cent of the strikes occur during daylight hours;
while 15 per cent occur during night time with the
remainder occurring at dawn and dusk;
- 65 per cent of the strikes involve a turbo fan (over
27 OOO kg) aircraft classification;
- 29 per cent of the strikes occur during approach while
a further 25 per cent occur during the take-off run
phase;
- 51 per cent of strikes occur below 1 0 0 ft; and
- In 92 per cent of the strikes the pilots were not warned
of bird activity.
1.1.7 .The analysis of bird strike datacan reveal trends
whichwillhelp airport authorities recognize areas of
concern which should be addressed through a well
managed bird control programme. The bird strike statistics
can also be analysed to determine those times of year or
day when bird control is needed the most.
 I C A O 9337 P A R T * 3 **
Chapter 2
Organization of a National Committee
2.1 Aswith any problem, a thorough analysis must
occur before a solution can be obtained. Depending upon
the extent of the bird strike problem within a State, a
national committee can serve as a focal point to deal with
analysis of the problem, airport inspections, airport and
aircraft operator interface, and research and development.
This has become a popular method to gain information and
solicit the participation of both airports and the aviation
community in many States. Although the composition of
the national committee in each State will vary, it should
include all the agencies associated or interested in the
problem. It should be noted that national committees may
have very little authority in decision-making, A national
committee simply acts as an information source and
exchange for those in the aviation community.
2.2 A national committee should include the Depart-
ments of Transport and Defence, major aircraft operators
and airports, pilot’s associations and engine manufac-
turers. Departments of the Environment and Agriculture
may be advisors of the committee from time to time. The
status of the participants should depend on the situation
and the needs of the State.
2.3 In the creation of a committee, the first aim shouId
be to deal with the more obvious hazardous conditions
which prevail at each airport taking into account the local
climatological situation, the density of air traffic, type of
aircraft normally using the airport and an analysis of bird
strikes made over a period of time. This may be done on
the basis of current knowledge. Fundamental ecological
studies and research will have to be carried out with
4 8 4 1 4 3 b 0028257 3 6 7
committee members helping directly with a project.
These members will most likely be part of a government
department dealing with the bird hazard problem. Since
bird strikes present a persistent problem, studies must
continually take place to reduce the hazard. Often this
research may involvethe review of current practices or new
initiatives for incorporation intoairport bird control
programmes.
2.4 Since the activitiesof the committee may vary
depending upon the resources available, some may be more
successful than others. However, no matter what the
resources available, a well thought out mandate and guide-
Iines will ease the development and implementation of a
national bird control policy. Once the mandate is devised,
the committee should meet at regular intervals, quarterly or
semi-annually, to keep apprised of new developments or
serious issues and review the need for updating of policy.
2.5 Regional and international committees, such as
Bird Strike Committee Europe (BSCE) and ICAO regional
workshops on bird hazard reduction, provide an oppor-
tunity for States to gain knowledge and experience in
implementing effective bird control programmes. Infor-
mation on practices of States on bird control programmes
is contained in the Green Booklet developed by BSCE.
2.6 National guidelines or regulations should be issued
as a basis for the committee as wellas for orientation
of airport authorities, aircraftoperators and other
institutions, and also for developing special research and
bird control programmes.
2
 I C A O 9L37 P A R T * 3 **
Chapter 3
Roles and Responsibilities of a Control Programme
3.1 GENERAL
3.1.1 A good organizational structure can make
dealing with bird strike hazards much simpler. It also
makes policy implementation much easier. Effective
wildlife control policies and programmes should be
centrally administered by the national authority respon-
sible for airports.
3.2 THE ROLE OF HEADQUARTERS
3.2.1 Thenationalauthority responsible for airport
operations should develop policies, standards and
guidelines in consultation with corresponding regional
authorities and the national bird strike committee.
3.2.2 All birds on the airport and in its vicinity are a
threat to aircraft safety, but it is difficult to remove all
birds from airports.The bird population can be reduced by
biological and biotechnical provisions, especially by
habitat management on theairport and inits vicinity. The
development of such environmental programmes should be
set at a national level, with site visits included in the
responsibilities of headquarters to ensure that sites
conform to thevarious national policies. Along with policy
direction, headquarters should set up the national bird
strike committee and be responsible for the development
and implementation of training programmes for bird
control.
3.3 ROLE OF THE REGIONAL OFFICE
3.3.1 Depending on the administrative situation in the
State, each regional office should act as an intermediary
between headquarters and airport personnel. Weaknesses
in a bird control programme may then be noted and
improved upon. Maintaining contact between the respon-
sible government department and the committees at the
sites is important for fostering co-operation in the
implementation of a local management plan.
48414Lb 0028258 2T3
3.3.2 Longterm activities such as building modifi-
cations, drainage and changes to vegetation will have to be
planned and budgeted for as part of the planning process
at the site. Recommendations for the development and
implementation of control activities are identified at the
site with assistance from the regional office.
3.3.3 The regional offices can help direct airport
resources where they are needed and the effectiveness of
birdcontrol ‘activities can be measured. The continued
operation of the wildlife control/environmental authorities
co-ordinator, reporting procedures, and the wildlife
control/environmental authorities committee will ensure
that problems are identified and corrected.
3.4 ROLE OF THE AIRPORT MANAGER
3.4.1 Because of the importance of bird control, each
airport manager is given the responsibility to take any
action deemednecessary to implement this policy and
minimize the bird strike rate at the airport. This includes
the development and implementation of an airport wildlife
control programme.
3.4.2 Each airport is to implement a programme
tailored to conditions on the site, with assistance from
headquarters, regional offices, or other outside agencies.
The airportmanager should appoint an airport wildlife co-
ordinator, bird hazardcontrol officer and a wildlife
control committee (bird hazard control co-ordinating
committee) which will develop and implement the specific
programme.
3.5 ROLE OF THE WILDLIFECO-ORDINATOR
AND THE AIRPORT WILDLIFE
CONTROL CO-EE
3.5.1 The wildlife control committee is to include
those offices involved in bird control or airport planning
and operators that may affect bird control. This may
3
 I C A O 9337 P A R T * 3 **
4.
indude- airport maintenance, air traffic services, flight
services, rescue and fire fighting services, security, duty
managers, marketing, planning, finance, etc. The
committee must -review strike reports an&daily activity
records to determine effective control measures.
3.5.2 The airport wildlife co-ordinafor should
establish theresponsibiEities ofthevarious officesinvolved.
.= ;The officer’s respansibilities.must permit the time required
to co-ordinate end be invdvedinbird control and
reporting, The bird hazard co-ordinator at the site must
review strike reports, dairy activity records and main-
tenance reports to determine the requirement for short or
tong term control programmes. Proper cost-effective
control measures need proper reporting.
3.6 THE EMPORTANCE OF REPORTING
3.6.1 A good bird control programme depends upon
good reporting. It is the basis of any bird control
programme. Data may come from bird sightings, main-
tenance problems, strikes, and bir& control activities.
Reporting must also involve pilots and aircraft operators as
well as those at the site. Reviewof this data identifies
problems at the site and may indicate the effectiveness
of current bird cvntrols. The report of near-missesis
important as we11 since it can represent a situation as
serious as an actual strike. The report of a near-miss
indicates the presence of birds in the area of operating
aircraft. The concern that States have should not be
whether a strike occurred, but rather that birds are near
operating. aircraft.
3.6.2 Determination of the reporting procedure
should be co-ordinated by one office so that there is proper
464343b 0026259 13T
Airport Services Manual
review. This procedure should be familiar to all airport
personn21; All reports should be directed to the wildlife
control co-ordinator who forwards them to the regional
office or Headquarters.
3.6.3 Good reporting at the site reduces the airport’s
Iiability in the event of an aircraft accident resulting from
a significant bird strike. Proper reporting indicates that a
bird contr6l programme isinplace and that airport
management takes action to reduce the number of bird
strikes at the site (see also Chapter 6).
3.6.4 Although reporting of bird strikes is done at a
national levet, effective results are also achieved through an
international programme. An international programme
permits comparison of strike rates in different areas and
also provides for information on a strike incurred by an
aircraft operatoroperating in a foreign State tobe returned
to that State. For this purpose, ICAO has organized the
ICAO Bird Strike Information System (IBIS). This system
consists of the report forms shown in Figures 3-1 and 3-2,
computer storage of strike reports and analysis of strike
data.
3.6.5 Statesare requested to report all bird strikes
to aircraft, using the forms inFigures 3-1 and 3-2. To
implement a reporting system an office in the national
administration should be charged with the responsibility of
distributing strike report forms, collecting completed
forms and forwarding them to ICAO. The report form has
been designed for reproduction by States, but it should be
noted that the addresses to which the form is to be returned
in each State, as well as the State address to which bird
remains should be sent, need to be shown. A complete
description of IBIS wilIbe found in the Manua! on the
ICAO Bird Strike Information System (ZBIS) (Doc 9332).
 Part 3. Bird Control and Reduction
Chapter 3. Roles and Responsibilities of a Control Programme 5

Send to:

Operator .............................. om2 Effect on Flight

none 0s
Aircraft MakelModel .................... o m abortedtake-off 033
precautionary landing 0%
Engine MakelModel ..................... oyoe engines shutdown 0s
other(specify) 0%
AircraftRegistration .................... 07
Sky Condition 37
Date day .... month .... year .... 08 nocloud OA
some cloud OB
Localtime.. ........................... rn overcast Oc
dawn OA day UBdusk U c night OD .... 10
Precipitation
fog 0
38
Aerodrome Name.. ..................... 11m
rain Om
snow Om
Runway Used .......................... 13

Locationif En Route.. .................. 14

Bird Species' ......... 41

Number of Birds
Height AGL ............ f f 15
Seen42 Strucku
1
Speed (IAS) ............
@A O A
kt 16
2-10 E6 0 6
Phase of Flight 17 11-100 oc O C

parked OA en route OE more OD OD

taxi OB descent OF
take-off run Oc approach OG Size of Bird44
climb OD landing roll OH small Os
medium OM
Part@) of Aircraft large OL
Struck Damaged
radome 0 18 Pilot Warned of Birds45
windshield 0 19 0 yes OY no Ox
nose (excluding above) o m (7
engine no. 1 0 21 0
Remarks (describe damage, injuriesand 46147
2 022 0
other pertinent information)
3 0 23 0
4 0 0
propeller
24
025 0
.............................................
wingkotor
fuselage
026
0 27
0 .............................................
landing gear 028 0 .............................................
tail 029 0 ,
lights 030 0 .............................................
other (specify) 31. 0

Reported by .................................. 'Send all bird remains including feather fragments to:
(Optional)'

THIS INFORMATION IS REQUIRED FOR AVIATION SAFETY

I Sample Form 1

e FiguFe 3-1. Birdstrikereporting form

 ? I C A O 9337 PART83 ** m 484143b00282b3898 m

6 Airport Services Manual

A. BASIC DATA
Operator...................................................................... 01/02

Aircraft MakelModel ........................................................... 03104

Engine
MakelModel ............................................................ 05106

Aircraft Registration.. ......................................................... 07

strike of Date day ............month . . . . . . . . , , . . y e a r . . . . . . . . . . . . 08

Aerodrome/Location if known.. ............................ :.................... 11/12H4

B. COST INFORMATION

Aircraft time. out of service .............................................. hours 52

Estimated cost of repairs or replacement U S . $ (in thousands). .................. 53

Estimated other costs

(e.g. loss of revenue, fuel, hotels) U S . $ (in
thousands). .................. 54

C. SPECIAL INFORMATION ON ENGINE DAMAGE STRIKES

Engine position number 1 2 3 4

Reason for failurelshutdown 56 58

uncontained failure OA O A

fire O B OB

shutdown - vibration oc oc

shutdown - temperature 0 0 0 0

shutdown - fire warning OE D E

shutdown - other (specify) OY O Y

..........................
shutdown - unknown 0 2 0 2 o z 0 2

Estimated percentage of thrust loss' -59 -

60 -81 -62

Estimated number of birds ingested -63 -64 -65 -

66

Bird species ...................................................................... 41

These may be difficult to determine but even estimates are useful.

Send all bird remains including feather fragments to:

Reported by ......................
Sample Form 2

Figure 3-2. Supplementary bird strike reporting form

 ICAO 9337 PART*3 ** 4843YLb 0 0 2 8 2 6 2 72Y
Chapter 4
How to Organize an Airport Bird Strike
Control Programme
4.1 An integrated approach is necessary for a success-
ful bird control programme. The airport groundstaff who
operate the programme (at most airports) should ensure
that all parties involved in airport use are informed of
operations. The concern for bird control should be made
aware to thosein air trafficcontrol (ATC), airport
maintenance, planning, finance, marketing, as well as
aircraft operators.
4.2 Often ATC personnel will be responsible for
requesting that ground staff clear certain areas of the
airport of birds, ATC must be kept up to date on the
control initiatives in place. All field personnel must be
aware of the controlprogramme and thetechniques in use.
These people should be in contact with ATC so that if there
is a problem on the field, they can tell ATC about it and
take appropriate action.
4.3 Those responsible for project planning and
budgeting at the airport must realize the importance and
seriousness of the bird strikehazard.Planned projects
must be carefuly reviewed to ensure that they are not
attractive to birds during andafter construction. The
determination of crop types as well as the practice of
grassland use by mowing or cutting is important for
projects involving agricultural leasesof airport lands.
Crops and land uses attractive -to birds should not be
approved.
4.4 Financial personnel and project planners will, no
doubt, find problems in assessing costs and finding funds
for specific projects. Balancing of expenditures with the
7
need for improved airport facilities can be a problem. This
can cause delays in the implementation of important
wildlife control recommendations. It will soon become
evident that while some of the recommendations can occur
very readily without additional funds or equipment, others
will require major modifications. It is therefore important
that planning personnel be informed regularly of the
requirements for projects to reduce the attractiveness of the
airport to birds; and to stay abreast of work needed and
changing conditions.
4.5 Finally, the aircraftoperatorsshould be informed .
of airport policy and operations regarding birds and
mammals. Aircraft operators may be able to offer their
expertise and to advise field personnel in control matters.
Pilots should use landing lights on take-off and approach
as this may help to lower the risk of a bird strike. The
aircraft operatorsshould stress the importance of notifying
ATC of all bird strikes or near-misses. Theaircraft
operators should also report all bird strikes through the
ICAO bird strike reporting programme.
4.6 In summary, a very integrated approach should
evolve and develop to control birds at airports. Field and
ATC personnel must communicate to ensure proper
control. Planning and financial personnel at sites should
ensure that planned projects donotattract birds and
compound the problem. The allocation of monies for bird
control should be a regular operating cost and procedure.
Finally, aircraft operatorsusing the airport facilities should
be aware of control procedures and should-agree to assist.
 I C A O 933'7 P A R T * 3 ** W 4841436 0028263 660
Chapter 5
._
Aircraft Operators
5.1 Differ'ent aircraft can be more at risk to bird
strikes. As aircraft fly faster and more quietly, bird strikes
become more of a problem. New generation aircraft-with
high by-pass engines seem more susceptibIe to damage.
5.2 It is the responsibility of the aircraft operators to
participate in the national wildlife control programmes
since it is the aircraft and the travelling public that the
airport authorities are protecting. Through the operating
of wildlife control programmes, airport authorities are
assisting in making air travel safer.
5.3 The majority of bird strikes reported to ICAO are
strikes to an airline-operated aircraft and, in some states,
8
these airline strikes account for 90 per cent of all bird
strikes. Airports however should not overlook the effect
that bird strikes may have on the general aviation
community as wen since at some airports these represent
the majority of the aireraft movements.
5-4 In some cases, it is believedthat an absence of bird
strike reports is not due t o strikes not occurring but is
because fixed baseaircraftoperators, and the- general
aviation community, are faiIing to report them. Efforts to
increase the involvement of the aircraft operators in bird
strike reporting praggrammeswilI help increase reported
strikes.
 Chapter 6
6.1 It is difficult to establish whether a species of bird
is a hazard to aircraft. The way to do this is to count the
number of a certain species which is present and prevalent.
The number of birds which pass over the site during
migration is also a factor as well as bird populations and
their movements in the area of the airport itself and in its
vicinity. Bird species inhabiting the open landscape are a
greater hazard to aircraft than speciesliving mostly in
woodland areas.
6.2 Any bird, even a small one, has the potential to
cause major damageto anaircraft. The larger the bird, the
greater the damage is expected to be from a single strike.
There is also a greater likelihood of a strike if there is a
great number of birds of the same species. Birds that fly at
high dtitudes are still a threat since their paint of arrivaI
or departure may be near the airport site. Therefore, birds
which represent a great threat t o aircraft are Iarge birds and
flocking birds, while large, flocking bird species are the
greatest threat.
6.3 While it is difficult to drive all birds. from an
airport at all times, every reasonable effort ta do so is
crucial. Any bird is a potential hazard. This is especially
true as bird numbers and bird size increase and as the faster
9
as a Potential Hazard
and quieter new generation turbine-engine aircraft become
more numerous. Airport personnel and committee
members must examine bird strike records so that the
determination of the high risk species at thesite is possible.
6.4 The collection of all available statistics for the site
is important, including bird strike reports, type of aircraft,
and number of aircraft movements. By analysing this data,
the determination of the bird species most hazardous will
occur. The reporting of bird strikes and the preparation of
a summary of the reports must occur as well.
6.5 In a large portion of bird strike reports, thereis no
mention of the species. This is often because no remains are
found for ldentification. If a strike has occurred, the pilot
can usualIy give some idea of the size of the bud involved
be it smalI (sparrow), medium (gull), or large (goose). This
information can assist in identifying the hazard. Identifi-
cation of birds by an ornithologist is possible from even
quite small specimens offeather. Universities and museums
can usually assist in the identification of birds from the
remains. It is therefore importantfor pilots, airport ground
staff, aircraft maintenance staff, etc. to ensure that any
remains, including feathers, are properIy identified.
 ICAO 9337 P A R T * 3 **
Chapter 7
-
Environment Management and Site Modification
7.1 Birds occur on airport property for a variety of
reasons; however, they are usually attracted by such
essentials to life as food, water and shelter, often to be
found on or in the vicinity of an airport.
7.2 Modifications tothe airport environment can
remove or limit the attractiveness of an airport to birds,
thus eliminating a large part of the hazard. Environment
management is integral to bird control as it offers effective,
long-term measures for reducing the numbers of birds that
will come to an airport. If direct action against birds is
necessary it is usually because environment management
has notyet been fully implemented or further measures are
not cost effective.
7.3 Before undertaking an actual programme of
environment managkment, it is important to first carry out
an ecological survey of the area so that the plan can deal
with specific trouble areas. These areas willbe directly
related tothe problem bird species atthe site. Good
reporting programmes can provide the basis for an
ecological survey. From this, prioritization of activities or
projects within the plan may then occur. There are many
bird attractants that an environment management plan
may control.
Food
7.4 It is difficult to remove all food sources for birds
on airports. As grass is the common vegetation on an
airport, grassland management has an important influence
on food available to birds. All agricultural measures like
mowing or hay making attract birds because of the
disturbance of soil animals.
7.5 Birds may enter airport lands in order to feed on
mice, moles, earthworms, insects and spiders as well as on
berries, seeds or agricultural crops. These sources of food
are very attractive to a variety of birds. Chemicals may be
used on airport lands to reduce the foodsavailable to birds.
7.6 Agriculture. Airportland that is not used for
airport operations is often leased for agricultural
10
4843436 0028265 433
production. This is done to generate revenue and minimize
maintenance. However, because most agricultural crops, at
some stage of their growth cycle, will attract birds, there is
a need to understand which crops attract which bird
species, when, and to what extent, Cultivation of airport
lands will, no matter what the crop type, attract birds.
7.7 Chemical spraying should, as far as allowed by
national laws, be carried out at suitable intervals keeping
in mind the type of grassland, plant species, animals,
hydrological situation,ground water and environmental
conditions.
7.8 Refuse dumps. If a dump is in the vicinity of an
airport, theremay bea requirement to provide bird control
atthe dump site to reduce its attractiveness to birds.
Whether or not a refuse dump attracts birds that are a
potential threat to aircraft depends on the location of the
dump in relation to the airport, the type of refuse, and the
types of birds expected in the vicinity. Dumps which take
only refuse such as building waste, with nothing to attract
birds, will not be a hazard.
7.9 It is desirable to bring about national and local
legislation which will establish firm procedures prohibiting
the establishment ofnew dumps close to airportsand
provide for theclosure of existing ones if this can be proved
to be necessary. It is suggested that dump sites be no closer
than 13 km from airport property. The proper siting of
dumps can reduce any hazard they might create near
airports. The opening of a dump even under strict control
in the immediate vicinity of an airport can create a hazard
and therefore its location should be carefully analysed by
a group of specialists on bird problems.
7.10 Very few methods are available for preventing
birds from feeding at refuse dumps. Scaring techniques are
of only limited value, and it is impossible to bury refuse
sufficientIy rapidIy to prevent birds gaining access to some
of it. The only method likely to be acceptable is to cover
the tipping area by wires or a bird-proof net.
 ICAO 9337 PART*3 ** 4841416 0028266 37T
Part 3. Bird Control and Reduction
Chapter 7. Environment Management and Site Modification
Water
7.11 Surface water is attractive to birds, and on
airport property it should appear as little as possible. Pits
or depressions filled with water should be drained and
clogged waterways should be cleared. By covering
necessary water bodies, such as lagoons, with wires or
netting, birds are inhibited from landing.
7.12 Drainage ditches clog up with vegetation or
eroded soil and the flow of water is impeded. Insect and
aquatic life flourish in clogged ditches. Clearing the ditches
at regular intervals is important. They should be graded so
that the water will run off as rapidly as possible and help
keep them clear. Grass and other vegetation should be cut
on the sloping banks. Bank slopes of drainage ditches
should permit mowing with conventional equipment to
reduce cover. Where practicable, the situation can be
improved by replacing ditches with buried drain pipes.
7.13 In the vicinity of airports, artificial and natural
lakes increase the bird strike hazard depending on thesize
and the shape of the lake, its trophological state and the
surroundings. In every case an ornithologist/biologist
should evaluate the ecological conditions of the whole
vicinity as well as migration in the area, possibly by special
radarornithological studies. The bird strike hazard can be
reduced if the lake is made smaller and the shores steeper,
and if fishing, hunting and water sports are forbidden.
Filling a lake with soil or covering the surface with wires
and nets are two of the better solutions to the problem.
Shelter
7.14 Birds often seek shelter onairport property,
usually in hangars and in nooks of other buildings. Birds
also seek the open spaces on airport property for safety;
this gives birds a clear view of their surroundings in all
directions. Nesting will usually occur about the buildings
on theairport, and it may also occur in shrubbery or
forested areas or on the ground.
I1
7.15 Vegetation. Trees provide food, protection, and
nesting sites for birds and serve as look-out perches for
predatory birds. Trees should be cut back to atleast 150 m
from the runway or taxiway centre line. The prevalent
species of tree or type of forest determine what kinds of
birds will be attracted to an area. Woodland areas, for
instance, attract few birds of the open landscape. Planting
trees, shrubs and hedgerows may, therefore, reduce the
bird strike hazard. It is important, however, to choose
pIant species thatdonot provide seeds or berries that
attract birds or that provide ample shelter, roosting and
nesting sites. It may be necessary to check with an expert
for the ones best suited to the task. In every case the
ecology of the area must be taken into account.
7.16 Ground cover. Some form of grass is commonly
used as ground cover at most airports and there has been
discussion regarding the height at which the grass should be
cut. The height will vary depending upon which type of
bird is a problem. Most birds dangerous to aircraft prefer
short grass; there is onIy a small percentage of bird species
which prefer long grass, e.g. partridges, pheasants and
some small birds with low weights.
7.17 It is recommended that grass be maintained at a
height of 20 cm or more. Gull-type birds often rest on short
grass where they can see danger approaching; they also
forage for food in short grass. By allowing grass to grow
to a height of 20 cm or more, birds do not have good
visibility and feeding is hindered. The only difference
between the long and short grass technique is the way it is
cut.
7.18 It is possible to use specialseed mixtures when
planting new grassland areas. Such mixtures can limit the
grass length to medium heights and the frequency of
mowings can be reduced.
7.19 The application of organic and inorganic
fertilizers as well as compost materials should be reduced
to theminimum so as to decelerate the growth of the grass
and reduce the frequency of mowings required.
 I C A O 9337 P A R T r 3 *d m 4 8 4 1 4 3 b 0028267 206
Chapter 8
Dispersal Methods
8.1 GENERAL
8.1.1 After environmental modifications of the site
are complete, the dispersal of birds from the airport may
still be necessary. There are various dispersal methods with
varying levels of success. Depending upon the situation at
a particular site, many methods may Raue to beused once
one loses its effectiveness. In mast cases it is effective to use
a combination of more than one method and by varying the
approach used and the combination of scare techniq.ues,
effectiveness can be increased. Continual harassment has
been found to greatly reduce the bird population on
airports.
8.1.2 Once a method has been chosen, it is necessary
to note the response of the birds to dispersal. The success
of the method is known immediately. Scare tactics can
include pyrotechnic devices, gas cannons, light and sound,
chemicals, trapping and falconry.
8.2 AUDITORY DETERRENTS
8.2.1 Auditory deterrents include:
gas cannons;
pyrotechnics;
distress calls;
alarm calls; and
calls of predators.
8.2.2 The above auditory deterrents include both
naturaland man-made sounds used to disperse birds.
Natural sounds that may be useful in dispersing birds
include calls given by birds when they are alarmed. or in
distress, and calls of predators. Man-made sounds may
include gunfire sounds produced by gas cannons or shell
crackers, and abstract sounds produced electronically. It is
12
m
important to develop well devised strategies before using
scaring devices to avoid having panic stricken birds fly into
aircraft &ring landing or take-off operations,
8.2.3 Although auditory deterrents are extensively
used to disperse birds Erom airports, and can be effective,
habituation is a problem.. Habituation is the Eeduction of
responsiveness to loud noises that occurs when birds learn
that there is. no danger. Birds are less likely to;habituate to
natural sounds.that have meanhg to- them-, such as calk of
a flockmatc in. distress or calls of it predator, however,
habituation will occur even tcr thesesounds- To reduce this
probrem,. the change in rocation of'the sound source must
be frequent ,, and.the-killhg: of bids.must occur to convince
the others that the sound. redly. is dangerous, Auditory
deterrents are more effective against occasionar visitors OL
transient Girds. than; against resident bids..
8.3 VISUALDETERRENTS
8..3.1 Visual. deterrents include:
a) scarecrows;
b) flags and streamers;.
c) lights;
d) predator models;
e)hawkkites; and
f) gull models.
8.3.2 The effectiveness of visual deterrents has been
assessed primarily in terms o f reduction of damage to
crops; however, the techniques may also work in an airport
environment. Habituation is a problem with visual
deterrents as well as with the auditory deterrents.
8.3.3 Transient birds are more likely to be scared by
visual deterrents since thechance to habituate to these
 I C A O 9337 P A R T * 3 ** 4 8 4 3 4 3 h 0028268 342
Part 3. Bird Control and Reduction
Chxpter d D f s p r d Methods
tactics does not arise. The probkm remains with-resident
birds that are attracted to the airport by its permanent
features. A combination of visual and auditory deterrents
(usually expIoders) sometimes has increased effectiveness.
8.4 BARRIERS
8.4.1 Airports provide the necessities of life - food,
water, and shelter - for many wildlife species. If a species
cannot gain access to these necessities, they will be Iess
likely to be a problem on airport property. Use of physical
barriers to prevent access can be a permanent solution to
a wildlife problem.
8.4.2 Physical barriers that are useful against birds
include several devices that prevent birds from roosting or
nesting in or on buildings and ledges. Netting, for example,
can prevent birds from nesting on buiIdings and may also
prevent birds from feeding on crops on airport agricultural
leases. Barrier systems work by deterring birds from
landing rather than physically excludingthem. This system
consists of a grid of fine wires stretched above the surface
of the feature, such as a ledge or a food or water source,
that is attracting birds.. Buildings and other structures
designed to prech.de the existence of convenient nesting or
roosting places for birds, or using plastic or metal surface
materials that pxeuent nesting are other examples of the use
of barrier methds.
8.5 LETHALCHEMICALS
8.5.1 Chemicals to kilI birds fall into three categories:
(1) acute toxicants which kill shortly after ingestion of a
single lethal dose, (2) anticoagulants and decalcifers which
usually require ingestion of several doses over a period of
days, and (3) fumigants which suffocate burrowing animals
and can also kill birds in confined areas. .
8.5.2 The most common methods to poison birds
include:
a) poison perches; and
b) bait stations.
8.5.3 It is to be noted that poisoning of birds is
forbiddenin some States, with the exception of the
calamitious occurrence of pest birds.
13
g.6 REPELLENTCHEMICALS
8.6.1 Chemicals may also be used to repel birds at
some airports. The success of application is controversial
and dubious. Tn some States these repellents are forbidden
by law. Most often,chemicals are used to foul an area that
a specks d bird fiids most attractive. By spraying the area
with certain chemicals, birds wilt stay away; however,
certain chemicals may only be successful on certain bird
species. Once again, it is important to ensure that the use
of any chemical repellents be safe to theenvironment and
to non-target species, and not pollute runoff or nearby
watersheds. There are two types of repellent chemicals, i.e.
tactile and behavioural.
8.6.2 Tactilerepellents
8.6.2.1 There are several kinds of chemical repellents
that may be useful in bird control on airports, The most
common type for birds are tactile repellents which are
sticky substances that deter birds from roosting on ledges
and otherflat surfaces. Although application of the
repellent is fairly labour intensive, the treatment is effective
for up to one year.
8.6.2.2 The most common commercial tactile
repellents are:.
a) Tacky-Toes Bird Repellent Pasfe;
b) Bird Tanglefoot; and
c) Shoo Bird Repelrent Paste.
8.6.3 Behaviouralrepellents
8.6.3.1 These repellents can cause visible symptoms of
stress in birds. Unaffected members ofthe flock are
fri'ghtened by the behaviour of the affected individuals and
disperse. The chemical must be placed in bait and eaten by
the birds. Avitrol is the most common behavioural
repellent.
8.7 THIRD-PARTYCHEMICALS
8.7.1 These chemicals eliminate bird attractants on
airport property. It may include any pesticide to control
insects or mammals that birds eat, or any growth-inhibiting
herbicide for grass or defoliant to control weeds, seeds, or
berries that birds enjoy. Third-party chemicals should be
 I C A O 9137 P A R T * 3 **
14
used carefully and applied by irained personnel to ensure
minimal environmental disruption. In some States these
chemicals are forbidden by law.
-
8.8 .TRAPS
8.8.1 Traps can kill or capture birds alive for transport
to a release area off the airport. Since live-trapping is time-
consuming and costly, it is commonly used for protected
species or for species with a high public profile. Live-
trapping of birds that are not protected can readily be
undertaken by airport personnel. In some States all bird
species are protected bylaw and therefore trapping is
alIowed only on the basis of special regulations.
8.8.2 Trapping many species of
wildlife requires
knowledge of the animals’ habits and skill in placement of
traps and use of baits. rn many cases the knowledge and
skill required are fairly easy for airport staff to develop.
8.8.3 Traps that may be used for birds include:
a) live traps; and
b) raptor traps. ,
4841416 0028267 089
Airport Services Manual
8.9 MISCELLANEOUSTECHNIQUES
8.9.1 There are other bird control techniques.
Benomyl and/or Kainite can controI theearthworm
population on^ airport lands, especially along runways and
taxiways. Ornitrol can reduce the fertility of birds and
ultimately reduce the population. Methiocarb is a chemical
applied on vegetation to deter birds from feeding, however
high concentrations are necessary. In some States these
chemicals are forbidden by law.
8.9.2 Falconry is in use in some States. This involves
the use of predatory birds such as falcons, hawks, or owls
to drive birds away. The technique is considered highly
expensive due to the planning, strategy, etc. required. In
some States falconry is rejected as a bird control technique,
usually because falcons and other raptors arethreatened by
extinction and itis not possible to breed them efficiently in
captivity.
8.9.3 Research in the area of dispersal of birds from
an airport should continue, to ensure that the most up-to-
date dispersal and detection techniques are used. As
present techniques become inadequate, new technologies
should be available as suitable replacements. Policy makers
should realize the importance of on-going research in this
field and should allot funds accordingly.
 Chapter 9
Staffing Airport Bird Control Programmes
9.1 The first consideration in a bird controI
programme should be to implement environmental
modifications to make the airport unattractive to both
birds and mammals. Over time it will be most effective to
apply a combination of environment management
programmes and special scaring techniques.
9.2 At some airports, birds may pose a problem only
for a short period of time due tomigration or a temporary
attraction at the airport. Agricultural activity, weather or
food may attract large numbers of birds that have to be
scared off the airport until the attraction is removed or
goes away. This is usually for a short period of time
ranging from a few hours to a few weeks or a month. On
the other hand, at the larger, busier airports, bird scaring
goes on every day, all year to ensure that large numbers of
birds are not present on the airport.
9.3 Bird scaring is usually conducted by airport staff.
Staff from airport maintenance, rescue and fire fighting
personnel, or security will undertake the task as required.
As the amount of time required increases, it becomes more
difficult to allocate these human resources from within
airport personnel. When it is not possible to allot the
required resources, the contracting out of airport wildlife
control becomes a cost effective alternative.
I5
9.4 Thecontracts should include the provision of
personnel and equipment to be used for the control of
birds. It should also specify that personnel have specific
knowIedge of airport bird problems and control measures.
9.5 When setting up a contract,it is necessary to
ensure that the contract addresses the following:
a) hours of operation;
b) species to be controlled;
c) level of service;
d) equipment to be provided by the contractor;
e) accountability of contractor’s staff;
f) deviation from the contract;
g) tendering process deficiencies; and
h) documentation of deficiencies.
9.6 The effectiveness of the use of a contractor to
control birds can be seen in the reduction of the number of
birds constituting a potential hazard to aircraft operations
at an airport.
 I C A O 9337 PART*3 ** 4 8 4 3 4 30b0 2 8 2 7733 7

Chapter 10
Incompatible Land Use Around Airports

10.1 The concept of compatible land use planning is c) cattle feed lots;
an outgrowth of the focus of attention on the environ-
mental relationship between airports and their community d) garbage dumps and Iandfill sites;
neighbours. This planning concept is relatively simple and
the results can be impressive but the implementation e) factory roofs and parking lots;
requires careful study and co-ordinated planning. Land use
around airportscan influence restrictions on aircraft flights f) theatres and food outlets;
as well as affect aircraft safety.
g) wildlife refuges;
10.2 Some communities and airports have reached the
point where the effect of land use planning guidelines may h) artificial and natural lakes;
be minimal. However, there are still instances where their
use will result k more compatibie airport and community i) golf-, polo-courses, etc.;
development. Implementation may taketheform of
aviation system plans, legislation for compatible land uses, j) animal farms; and
.
easements or land zoning.
k) slaughter-houses.
10.3 It has long been recognized that land use around
the airport can influence bird strikes to aircraft. Birds can
10.5 In applying the guidelines on incompatible land
be attracted to areas near the airport and in turngo to the
use, one must consider the location of a proposed land use
airport for food, water, resting or shelter. Some birds may
in relation to the airport. The location of attractive land
also be struck outside airportproperty, over a landuse that
use beyond the recommended distance could still create
attracts them. In fact, 21 per cent of bird strikes reported
flywaysover the airport or through flight paths at the
to theICAO IBIS system occurred “off airport”. An “on
airport. In some cases more than one possible use of an
airport” bird strike is that which occurs between 0 to 60 m
area may have to be considered to ensure that bird hazards
(0 to 200 ft) (inclusive) on landing and 0 to 150 m (0 to
will not be increased at or near the airport.
500 ft) (inclusive) on take-off.

10.4 Land uses which havecaused specific problems at 10.6 Regulations should be placed on the use of lands
airports are: surrounding airports to reduce their attractiveness to birds.
These regulations shouId be directed at all land uses
a) fish processing; mentioned above. Prior planning is necessary to ensure
that incompatible land uses are not allowed to become
b) agriculture; established.

I6
 Chapter 11
Evaluating the Wildlife Control Programme
11.1 The following questions are directed at airport
management - specifically the airportmanager - and are
designed to assist in determining if there is an effective bird
control programme in place at an airport.
1. Has a wildlife control programme been developed?
2. Has the wildlife control programme been
implemented?
3. Has a wildlife control officer atthe site been
appointed and responsibilities assigned?
4. Has a training programme been developed to train
those involved in the bird controI programme?
5. Has a wildlife control co-ordinating committee
been established with well defined responsibilities?
17
6. Has a reporting procedure been developed covering
all aspects of the bird control programme?
7. Has a land use plan been established with regard to
effective land use on andoff theairport as it
pertains to the bird control programme?
8. Has a list of all bird attractants at the site been
completed?
9. Has a list of all bird attractants surrounding the
airport been completed?
10. Have birdcontrol methods been researched and
impIemented at the airport?
11.2 If the answer to any one of these questions is
“NO”, an effective bud control programme may not be in
place at theairport. The airport bird control programme is
only one aspect of a national programme.
ICAO 9137 P A R T * 3 ** m 484L91b 0028273 5 0 T m

Appendix

2. Other publications:

Handbook of WiIdlge Controt Devices and Chemicak

(AK0947O)i Transport Canada

Green Bookle& Bird Strike Committee Europe (BBSCEk

- END -

19
 ICAO TECHNICAL PUBLICATIONS
The following summary gives the status, and also
describes in general terms the contents of the various
series of technical publications issued by the Inter-
national Civil Aviation Organization. It does not
include specialized publications that do not fall specifi-
cally within one of the series, such as the Aeronautical
ChartCatalogue or the MeteorologicalTablesfor
International Air Navigation.
International Standards and Recommended Prac-
tices are adopted by the Council in accordance with
Articles 54, 37 and 90 of theConventiononInter-
national Civil Aviation and
are
designated,
for
convenience, as Annexes to
the
Convention. The
uniform application by Contracting States of the speci-
ficationscontainedintheInternationalStandards is
recognized as necessary for the safety or regularity of
internationalairnavigation while theuniformappli-
cationof
the
specifications in the Recommended
Practices is regardedasdesirable in theinterestof
safety,regularity or efficiency of internationalair
navigation. Knowledge of any differences between the
national regulations or practices of a State and those
established by an International Standard is essential to
the safety or regularity of international air navigation.
In the event of non-compliance with an International
Standard, a Statehas, in fact,anobligation,under
Article 38 of the Convention, to notify the Council of
any
differences. Knowledge of differences from
Recommended Practices may- also be important for the
safety of air navigation and, although the Convention
does not impose any obligation with regard thereto, the
Council has invited Contracting States to notify such
differences in addition to those relating to International
Standards.
Procedures for Air Navigation Services (PrZNS) are
approved by the Council for world-wide application.
They contain, for the most part, operating procedures
regarded as not yet having attained a sufficient degree
of maturity for adoption as International Standards and
Recommended Practices, as well as material of a more
permanent character which is considered too detailed
forincorporationinanAnnex, or is susceptible to
frequent amendment, for which the processes of the
Convention would be too cumbersome.
Regional Supplementary Procedures (SUPPS) have a
of PAKS in thatthey are approved
status similar to that
by the Council, but only for application inrespective
the
regions. They are prepared in consolidated form, since
certain of the procedures apply to overlapping regions
or are common to two or more regions.
Thefollowing publications are prepared by authorit_r
of the Secretary General in accordance with the
principles and policies approved b1 the Council.
Technical Manuals provideguidanceandinfor-
mation in amplification of the International Standards,
RecommendedPracticesandPANS,the implemcn-
tation of which they are designed to facilitate.
Air Navigation Plans detail requirements for facili-
ties and services for international air navigation in the
respective ICAOAirNavigation Regions. Theyare
prepared on the authority of the Secretary General on
the basis of recommendations of regional air navigation
meetings and of the Council action thereon. The plan>
are amended periodically to reflect changes in require-
mentsandinthestatusofimplementation of the
recommended facilities and services.
ICAO Circulars makeavailable specialized infor-
mation of interest to Contracting States. This includes
studies on technical subjects.
@ ICAO 1991
5/91, ElPl12600

Order No. 9137P3

Printed in ICAO