WILDLIFE HAZARD MANAGEMENT PLAN - renoairport.com...Nov 13, 2018 · RNO Wildlife Hazard Management Plan Date: 8/15/08 −vii− LIST OF ACRONYMS 14 CFR 139 Title 14 Code of Federal

WILDLIFE HAZARD MANAGEMENT PLAN For

Reno-Tahoe International Airport Reno, Nevada

Developed by: RENO-TAHOE INTERNATIONAL AIRPORT

2001 East Plumb Lane Reno, NV 89502 (775) 328-6490

In Cooperation with:

UNITED STATES DEPARTMENT OF AGRICULTURE ANIMAL AND PLANT HEALTH INSPECTION SERVICE

WILDLIFE SERVICES 8775 Technology Way Reno, NV 89521-4878

(775) 851-4848

RNO Wildlife Hazard Management Plan Date: 8/15/08

RNO Wildlife Hazard Management Plan Date: 8/15/08 −i−

TABLE OF CONTENTS EXECUTIVE SUMMARY ...................................... iii SIGNATORIES .........................................................iv DISTRIBUTION LIST...............................................v TABLE OF REVISIONS ..........................................vi LIST OF ACRONYMS ............................................vii 1.0 – INTRODUCTION…………………………. 1.1 1.1 Overview ............................................................1.1 1.2 Problem Species .................................................1.2 1.3 Purpose and Scope..............................................1.4

2.0 - AUTHORITY ..................................................2.1

§ 139.337(f)(1) ...................................................2.1 2.1 Wildlife Hazard Working Group (WHWG) .......2.1 2.2 Persons Responsible for Implementing the

Plan and Their Primary Responsibilities ............2.1 2.2.1 Airside Operations/ Communications Manager......................2.2 2.2.2 Designated Wildlife Coordinator ............2.2 2.2.3 Airside Operations Personnel .................2.3 2.2.4 Federal Aviation Administration (FAA)

Air Traffic Control Tower (ATCT) .......2.3 2.2.5 FAA Certification Inspector…...........….2.3

2.2.6 USDA-Wildlife Services (WS)...............2.3 3.0 - HABITAT MANAGEMENT..........................3.1

§ 139.337(f)(2) ...................................................3.1 3.1 Overview ............................................................3.1

Table 1 - RNO Wildlife Management Projects ..3.1 3.2 Attractants ..........................................................3.3

3.2.1 General Zone and Critical Zone..............3.3 3.2.2 Edge Removal.........................................3.4 3.2.3 Airport Building Projects ........................3.5 3.2.4 Non-airport Land-use Projects ................3.5

3.3 Water Management ............................................3.6 3.3.1 Overview ................................................3.6 3.3.2 Wetlands .................................................3.7 3.3.3 Temporary Standing Water and

Ditches ....................................................3.7 3.4 Vegetation Management.....................................3.7

3.4.1 Overview ................................................3.7 3.4.2 Grass Management .................................3.7

3.4.2.1 Grass Type........................................3.7 3.4.2.2 Grass Height .....................................3.8 3.4.2.3 Mowing ............................................3.8

3.4.3 Streamside/Pond Vegetation ...................3.8

3.4.4 Ornamental Landscaping ........................3.8 3.4.5 Agricultural Crops………………………3.8

3.5 Structure Management........................................3.8 3.5.1 Overview ................................................3.8 3.5.2 Airport Structures ...................................3.8 3.5.3 Abandoned Structures.............................3.9

3.6 Food/Prey-base Management .............................3.9 3.6.1 Overview ................................................3.9 3.6.2 Rodents .................................................3.10 3.6.3 Insects and Other Invertebrates.............3.10 3.6.4 Trash, Debris, and Handouts.................3.10

4.0 - LAWS AND REGULATIONS .......................4.1

§ 139.337(f)(3) ...................................................4.1 4.1 Overview ............................................................4.1 4.2 Nevada Wildlife Regulations .............................4.1 4.3 Federal Regulations............................................4.1 4.4 Wildlife Categories.............................................4.1

Table 2 - Required Wildlife Permits ..................4.2 4.5 General Regulations for Wildlife Control ..........4.3 4.6 Birds ...................................................................4.3

4.6.1 Resident Game Birds ..............................4.3 4.6.2 Resident Nongame Birds ........................4.3 4.6.3 Migratory Game Birds ............................4.4

4.6.3.1 Migratory Bird Depredation Permit Permit for RNO (CFR 50, Part 13)...4.4

4.6.3.2 Reporting Control Actions to USFWS ............................................4.4

CFR 50 Part 21.41: Control of Depredating Birds - Depredation Permits ...................4.4

4.6.4 Migratory Nongame Birds ......................4.5 4.6.5 Depredation Order Birds.........................4.5

CFR 50 Part 21.43: Depredation order for blackbirds, cowbirds, grackles and magpies...................................................4.5

4.6.6 Domestic Birds .......................................4.6 4.7 Mammals ............................................................4.6

4.7.1 Game Mammals......................................4.6 4.7.2 Furbearers ...............................................4.6 4.7.3 Unprotected Mammals............................4.6

4.8 Protected Wildlife...............................................4.8 4.8.1 Federal and State Threatened and

Endangered Species ................................4.8 4.8.2 Eagle Permits ..........................................4.8

CFR 50 Part 22.23 (Eagle Permits).........4.8 4.8.3 Habitat Conservation ..............................4.9 4.8.4 Wetlands Mitigation ...............................4.9

4.8.5 Endangered Species List……...………..4.9

RNO Wildlife Hazard Management Plan Date: 8/15/08 −ii−

4.8.6 Avoiding Impacts to Threatened and Endangered Species ....................... 4.10 Table 3 - Federal and/or State Listed Threatened and Endangered Species..... 4.11

4.9 Pesticide Applicator License ............................ 4.12 4.10 FAA Regulations, Advisory Circulars,

and Certalerts................................................... 4.12 5.0 - RESOURCES................................................... 5.1

§ 139.337(f)(4) ................................................... 5.1 5.1 Overview ............................................................ 5.1 5.2 Airport Supplies [Airport Operations] ................ 5.1 5.3 USDA-Wildlife Services Assistance .................. 5.2

6.0 - WILDLIFE CONTROL PROCEDURES ..... 6.1

§ 139.337(f)(5) ................................................... 6.1 6.1 Overview ............................................................ 6.1 6.2 Wildlife Patrol .................................................... 6.1 6.3 General Wildlife Control .................................... 6.2 6.4 Bird Control........................................................ 6.2 6.5 Mammal Control................................................. 6.2 6.6 USDA-Wildlife Services Assistance .................. 6.3 6.7 County Animal Control Assistance .................... 6.3

§ 139.337 (f)(5)(iv) ............................................. 6.3 7.0 - EVALUATION................................................ 7.1

§ 139.337(f)(6) ................................................... 7.1 7.1 Overview ............................................................ 7.1 7.2 Meetings ............................................................. 7.1 7.3 Wildlife Strike Database..................................... 7.1 7.4 Airport Expansion .............................................. 7.1 7.5 FAA Involvement ............................................... 7.1 8.0 - TRAINING ...................................................... 8.1

§ 139.337(f)(7) ................................................... 8.1 8.1 Overview ............................................................ 8.1 8.2 Standard Training ............................................... 8.1 8.3 USDA-Wildlife Services Training...................... 8.1 9.0 - AGENCY DIRECTORY ................................ 9.1 10.0 - MONITORING HAZARDS AT

MITIGATION SITES ................................. 10.1 10.1 Need and Objectives for Monitoring

Mitigation Sites ............................................... 10.1 10.2 Factors to be Assessed ..................................... 10.1 10.3 Monitoring Methods ........................................ 10.1

10.3.1 Primary Species .................................... 10.1 10.3.2 Formal Surveys ..................................... 10.1 10.3.3 Habitat Use ........................................... 10.2 10.3.4 Incidental Observations ........................ 10.2

10.4 Control Methods .............................................. 10.2

APPENDICES

APPENDIX 1 - Code of Federal Regulations (CFR) Title 14 part 139.337 (1 page)

APPENDIX 2- FAA Certalert 97-09 - Wildlife Hazard Management Plan Outline (6 pages)

APPENDIX 3 -Species list by Guild (4 pages) APPENDIX 4 - Aerial Photo of Off-site Survey

Locations (1 page) APPENDIX 5 - FAA Form 5200-7 - Wildlife Strike

Incident Report (1 page) APPENDIX 6- Daily Wildlife Activity Report (1 page) APPENDIX 7 - Memorandum of Understanding

(MOU) (4 pages) and Certalert 04-09 - Relationship Between FAA and Wildlife Services (3 pages)

APPENDIX 8 - Advisory Circular No. 150/5200-33B: Hazardous Wildlife Attractants on or near Airports (22 pages)

APPENDIX 9 - Interagency Memorandum of Agreement to Address Aircraft - Wildlife Strikes (28 pages)

APPENDIX 10- FAA Certalert 98-05-Grasses Attractive to Hazardous Wildlife (1 page).

APPENDIX 11- Advisory Circular No. 150/5300-13-Table A17-1: Minimum Distances Between Certain Airport Features and Any On-Airport Agricultural Crops (1 page).

APPENDIX 12 – State and Federal Depredation Permits (1 page) APPENDIX 13 -Wildlife Incident Report for RNO (1 page) APPENDIX 14-FAA Certalert 04-16-Deer Hazard to

Aircraft and Deer Fencing (2 pages) APPENDIX 15- Advisory Circular No. 150/5200-36:

Qualifications for Wildlife Biologist Conducting Wildlife Hazard Assessments and Training Curriculums for Airport Personnel Involved in Controlling Wildlife Hazards on Airports (11 pages).

LIST OF TABLES Table 1. RNO Wildlife Hazard Management Projects3.1 Table 2. Required Wildlife Permits. ......................4.2 Table 3. Federal and/or State Listed

Threatened and Endangered Species .....4.11

RNO Wildlife Hazard Management Plan Date: 8/15/08 −iii−

EXECUTIVE SUMMARY

Pursuant to Title 14 Code of Federal Regulations, Part 139.337(f), Reno - Tahoe International Airport (RNO) developed this Wildlife Hazard Management Plan (WHMP) in cooperation with the U.S. Department of Agriculture’s Wildlife Services program. This plan will be reviewed periodically by the Wildlife Hazard Working Group and will be updated if changing circumstances merit. All changes made to the WHMP will be sent to the (Airside Operations/Communications Manager, Senior Director of Planning and Engineering, FAA, Wildlife Coordinator, Working Group, Signatories). The plan places emphasis on identification and abatement of wildlife hazards within the airfield environment. Additional wildlife attractants (e.g., agricultural cropland, golf courses, public parks, etc.) within 5 miles of the airfield are also addressed, since they could potentially attract wildlife in a manner that could jeopardize safety of air traffic operating into and out of RNO. RNO will take immediate measures to mitigate wildlife hazards whenever they are detected or whenever airport management has been advised that hazardous conditions exist (§139.337(a)). The plan outlines steps for monitoring, documenting, and reporting potential wildlife hazards and strikes at RNO. Protocols for responding to hazardous wildlife situations are presented, including roles and responsibilities of airport personnel. Wildlife control procedures for birds and mammals are also discussed. Habitats on and around the airfield will be managed, when possible, in a manner that is non-conducive to hazardous wildlife, and the plan outlines priorities for habitat management, including target dates for completion. Most wildlife are afforded some type of protection under State or federal regulations. Therefore, special permits may be required for their control. The plan outlines laws and regulations governing the harassment or take of various types of wildlife. RNO’s permit status for each type of wildlife is presented in tabular format, and a copy of the federal migratory bird depredation permit is included as an appendix to the plan. RNO will maintain an adequate supply of resources for dispersing and controlling wildlife, including frightening devices (e.g., pyrotechnics, propane exploders, mylar flash tape) and wildlife restraint equipment (e.g., traps, catch poles). RNO personnel will be trained to properly identify wildlife and apply wildlife deterrent equipment in a safe and efficient manner, as outlined in this plan.

RNO Wildlife Hazard Management Plan Date: 8/15/08 −iv−

SIGNATORIES The following Wildlife Hazard Management Plan for Reno – Tahoe International Airport (RNO) has been reviewed and accepted by the FAA. It will be become effective with the following signatures:

___________________________________________________ _______________ Krys T. Bart, A.A.E. President/CEO Date

__________________________________________________ _______________ Steve Oetzell FAA, Certification Inspector Date

RNO Wildlife Hazard Management Plan Date: 8/15/08 −v−

PREFACE This Wildlife Hazard Management Plan was written to fulfill the requirements of § 139.337(f) for Reno - Tahoe International Airport (RNO). This plan is intended specifically for the Airport’s use to monitor and reduce wildlife hazards. DISTRIBUTION OF WILDLIFE HAZARD MANAGEMENT PLAN

NAME / POSITION / PHONE

AGENCY / ADDRESS

Michael R. Moran Airside Operations/Communications Manager (775) 328-6407

Reno-Tahoe International Airport 2001 East Plumb Lane Reno, NV 89502

Dean Schultz Senior Director of Planning And Engineering (775) 328-6469


Airside Operations Office (775) 328-6490


Steve Oetzall FAA, Certification Inspector (310) 725-3611

FAA, (Airports Division AWP 620.6) 15000 Aviation Blvd Lawndale, CA 90261

Airport Wildlife Biologist USDA-APHIS-WS (775) 851-4848

USDA-APHIS-Wildlife Services 8775 Technology Way Reno, NV 89521

RNO Wildlife Hazard Management Plan Date: 8/15/08 −vi−

TABLE OF REVISIONS This Wildlife Hazard Management Plan is incorporated into the Reno – Tahoe International Airport (RNO) Master Plan. The bottom of each page contains a date in the footer, which is the date that the particular page was printed. The latest dated page will be the most current for the policy. The master document is contained in the office of the Airside Operations/ Communications Manager. Revisions to this plan will be recorded on the revisions page below.

DATE

PAGE

REVISION

RNO Wildlife Hazard Management Plan Date: 8/15/08 −vii−

LIST OF ACRONYMS 14 CFR 139 Title 14 Code of Federal Regulations, Part 139 § 139.337 Title 14 Code of Federal Regulations, Part 139.337 RNO Reno – Tahoe International Airport AC Advisory Circular ADO Airports District Office AIP Airport Improvement Plan AOA Air Operating Area ATCT Air Traffic Control Tower CFR Code of Federal Regulations FAA Federal Aviation Administration MOU Memorandum of Understanding NDOA Nevada Department of Agriculture NDOW Nevada Department of Wildlife NOTAM Notice to Airmen T&E Threatened and Endangered species USCOE United States Army Corps of Engineers USFWS United States Fish and Wildlife Service WHA Wildlife Hazard Assessment WHMP Wildlife Hazard Management Plan WHWG Wildlife Hazard Working Group WS United States Department of Agriculture, Animal and Plant Health Inspection Service,

Wildlife Services

RNO Wildlife Hazard Management Plan Date: 8/15/08 1.1

1.0 - INTRODUCTION OVERVIEW Wildlife Hazard Management Plans (WHMPs) address the responsibilities, policies and procedures necessary to reduce wildlife hazards at airports. Recognizing the potential hazards wildlife poses to aircraft and human lives, the Federal Aviation Administration (FAA) requires airports that incur bird-aircraft strikes to implement a WHMP according to Title 14 Code of Federal Regulations, Part 139.337(f) (a complete copy of § 139.337 is attached as Appendix 1). The WHMP must include seven required components according to § 139.337(f). Each of these components is sequentially represented as a separate chapter in this document. These required categories are as follows: (1) A list of the individuals having authority and responsibility for implementing each

aspect of the plan. (2) A list prioritizing the following actions identified in the wildlife hazard assessment

and target dates for their initiation and completion: (i) Wildlife population management; (ii) Habitat modification; and (iii) Land use changes.

(3) Requirements for and, where applicable, copies of local, State, and Federal wildlife control permits.

(4) Identification of resources that the certificate holder will provide to implement the plan.

(5) Procedures to be followed during air carrier operations that at a minimum includes—

(i) Designation of personnel responsible for implementing the procedures; (ii) Provisions to conduct physical inspections of the aircraft movement areas and

other areas critical to successfully manage known wildlife hazards before air carrier operations begin;

(iii) Wildlife hazard control measures; and (iv) Ways to communicate effectively between personnel conducting wildlife control

or observing wildlife hazards and the air traffic control tower. (6) Procedures to review and evaluate the wildlife hazard management plan every 12

consecutive months or following an event described in paragraphs (b)(1), (b)(2), and (b)(3) of this section, including:

(i) The plan’s effectiveness in dealing with known wildlife hazards on and in the airport’s vicinity and

(ii) Aspects of the wildlife hazards described in the wildlife hazard assessment that should be reevaluated.

(7) A training program conducted by a qualified wildlife damage management biologist to provide airport personnel with the knowledge and skills needed to successfully carry out the wildlife hazard management plan required by paragraph (d) of this section.

In addition to the requirements stated above, § 139.337(f) outlines procedures and personnel responsibilities for notification regarding new or immediate hazards and describes the rapid response procedures for addressing new or immediate wildlife hazards. Section (f) is extremely important because it allows the WHMP to be promptly modified and updated to address new situations or changing circumstances. To augment compliance with § 139.337(f), the FAA issued a Certalert (No. 97-09 [see Appendix 2]) to provide guidance to airports in developing their plans. This Certalert contains a sample outline that was followed in the development of this plan. 1.2 PROBLEM SPECIES The species generally considered to present the greatest threats to aviation at RNO include waterfowl (mainly Canada geese, mallards, and double-crested cormorants), gulls (mainly California gulls), corvids (mainly American crows), columbiforms (mainly rock doves and mourning doves), song birds (mainly horned larks and house finches) and birds of prey (mainly red-tailed hawks and American kestrels). Large mammals, such as coyotes and deer, may also present an extreme hazard, although deer were not observed on the AOA during the surveys, and coyotes were rarely viewed on the AOA. Juvenile animals and migratory species may also pose higher risks for aviation because of their general unfamiliarity with the airport environment. Figures 1 through 4 are from data gathered during the Wildlife Hazard Assessment (WHA) conducted from July of 2006 to July of 2007. Figure 1 illustrates the total number of birds per indicated species guild observed during all runway zone protection surveys by runway segment; Figure 2 illustrates the total number of birds per indicated species guild observed during all runway zone protection surveys by month; Figure 3 illustrates the average number of bird species per indicated species guild during off-site surveys by location (see Appendix 4 for location); and Figure 4 illustrates the total number of birds per indicated species guild observed during all general surveys combined by month.

Figure 1. Bird guild abundance by location at RNO.


Figure 2. Bird guild abundance by month at RNO.

Figure 3. Average of bird guilds observed by location near RNO.


Figure 4. Bird guild abundance by month (combined surveys) at RNO. 1.3 PURPOSE AND SCOPE Enhancing safe aircraft operations is a primary objective of RNO. Accomplishing this objective entails careful monitoring of all aspects of arriving and departing aircraft in the vicinity of RNO, including potential wildlife hazards on and around the airport. As part of its safety efforts, RNO intends to implement and maintain a WHMP according to § 139.337(f) to address potential wildlife hazards at RNO and surrounding areas. In addition to addressing general wildlife hazards, this plan will present specific protocols for monitoring and responding to unforeseen wildlife hazards that may arise at any wetland mitigation projects associated with new runway or golf course developments. It is important to note that § 139.337(a) underscores the need for a flexible plan that can be quickly adapted to changing circumstances. In some rare cases, however, immediate actions may be necessary that are not addressed in this plan to ensure the safety of airport patrons. This plan provides RNO with the discretion and capability to respond to these situations, while providing guidance for compliance with applicable federal, State and municipal laws or regulations. The latitude afforded to RNO management when administering this plan is discussed in Title 14 Code of Federal Regulations, Part 139.113, which states that:


§ 139.113 Deviations: In emergency conditions requiring immediate action for the protection of life or property, the certificate holder may deviate from any requirement of subpart D of this part . . . to the extent required to meet that emergency. Each certificate holder who deviates from a requirement under this section shall, within 14 days after the emergency, notify the Regional Airports Division Manager of the nature, extent, and duration of the deviation. When

1.4


requested by the Regional Airports Division Manager, the certificate holder shall provide this notification in writing.

This plan will be valid until RNO management or the FAA determines that the plan should be updated due to changed conditions or new needs for action. The plan will be reviewed at least annually to ensure it still pertains to conditions at the time of review, but it may also be revisited more often if situations arise or hazards develop that merit evaluation.


2 - AUTHORITY § 139.337(f)(1) A list of the individuals having authority and responsibility for implementing

each aspect of the plan. The Airside Operations/Communications Manager (Airport Operations Manager) has the authority and responsibility of designating a Wildlife Coordinator to implement the WHMP. Each department and associated agencies have responsibilities outlined in the WHMP and must incorporate them into their programs. Clear communication among airport personnel is essential for the WHMP to succeed. Personnel working at the airport will communicate resource needs, recommendations and progress to the designated Wildlife Coordinator. The Airside Operations/Communications Manager will ensure that the WHMP and future amendments comply with federal, State and local laws and regulations. 2.1 WILDLIFE HAZARD WORKING GROUP (WHWG) The Wildlife Hazard Working Group is responsible for reviewing the WHMP, as it relates to each member’s respective departmental duties on at least an annual basis. In addition, the group will monitor activities, status and make recommendations to the Wildlife Coordinator, who will in-turn review and grant approval if satisfied with the progress of the WHMP. The working group will meet once a year, with intermittent meetings when necessary. The Wildlife Hazard Working Group will be represented by:

a. Airside Operations/Communications Manager b. Wildlife Coordinator c. RNO Operations Personnel d. FAA Air Traffic Control Tower (ATCT) Personnel e. FAA Airport Certification Inspector f. USDA Wildlife Services, Wildlife Biologist (WB)

2.2 PERSONS RESPONSIBLE FOR IMPLEMENTING THE PLAN AND THEIR PRIMARY RESPONSIBILITIES 2.2.1 Airside Operations/Communications Manager

a. Designate a Wildlife Coordinator. b. Advise RNO pilots of known wildlife hazards and coordinate the issuance of Notices to Airmen

(NOTAM) as appropriate. c. Ensure only properly trained and badged wildlife control personnel operate on the AOA in

accordance with FAA regulations (e.g., SIDA). Such training includes radio communications, driving on the AOA and safe use of firearms and pyrotechnics.

d. Monitor facilities and tenant concerns for wildlife problems. e. Keep a log of all wildlife strikes and control actions and forward reports to FAA as necessary. f. Make wildlife strike report forms (FAA form 5200-7 [Appendix 5]) readily available to airport

operations and pilots and encourage submission of the forms to the appropriate governmental agencies and wildlife control personnel.

g. Review all plans involving changes in land use or new airport structures/facilities to avoid inadvertently attracting wildlife to the area and consult with a WB if necessary.


2.2.2 Designated Wildlife Coordinator a. Establish a Wildlife Hazard Working Group for RNO.

b. Supervise, coordinate and monitor wildlife control activities as outlined in the WHMP. c. Disseminate information and assignments through the Wildlife Hazard Working Group.

d. Alleviate all attractants deemed an imminent hazard and, if necessary, coordinate a runway closure to remedy wildlife hazards.

e. Pre-approve and coordinate landscape changes beforehand with the WB to ensure wildlife attractants are not created.

f. Provide public relations support for wildlife control activities as necessary. g. Update the WHMP as Necessary.

2.2.3 Airside Operations Personnel

a. Assist in the appointment of an Airport Wildlife Coordinator. b. Inspect critical areas for wildlife activity and strikes and maintain a record of the action, even if no

wildlife was present. i. Harass wildlife from critical areas when appropriate as outlined in Chapter 6. ii. Record all wildlife activity or animals dispersed/removed on the “Daily Wildlife Activity

Report” (Appendix 6) and report the activity to the Wildlife Coordinator. iii. Monitor ditches and fields to ensure that water flows/drains, thereby avoiding pooling and

accumulation of refuse on the airport. Notify Field Maintenance to ensure rapid corrective action.

c. Conduct frequent physical inspections of areas critical to wildlife hazard management. d. Ensure wildlife attractants are reduced through habitat modifications. Work with airport

maintenance to alter wildlife habitat as needed. e. Ensure wildlife-attracting refuse does not accumulate in fields/ditches/fences on the airport. f. Assist with, or contract out habitat modifications addressed in the WHA, such as vegetation

maintenance along ditches, brush removal and tree pruning. g. Assist with wildlife control activities involving rodents, rabbits and bird abatement and other

programs. h. Ensure proper upkeep/installation of netting or wire grids over ponds, ditches and other water

areas. i. Log all known wildlife strikes on form FAA 5200-7 (Appendix 5)

j. Inspect perimeter fence line to exclude large mammals such as deer and coyotes. Report fence discrepancies and damage to Airport Maintenance for rapid corrective action.

k. Report trash and debris on the airfield to Airport Maintenance for removal. l. Inspect ramps and infield areas to minimize pooling formed by rain. Report pooling and poor

drainage to Airport Maintenance for rapid corrective action. m. Inform Wildlife Coordinator of rodents and other wildlife found in and around buildings.

n. Rodent-proof buildings, dumpsters and other refuse containers to the extent feasible. o. Provide public relations support for wildlife control activities as necessary.

p. Update the WHMP as necessary q. Obtain depredation permits to control migratory birds and if necessary, mammals, from federal or

State wildlife agencies.


2.2.4 Federal Aviation Administration (FAA) Air Traffic Control Tower (ATCT) a. Provide runway access necessary to mitigate wildlife hazard removal operations. b. Communicate wildlife hazard trends to airside operations and WHWG. 2.2.5 Federal Aviation Administration (FAA) Airport Certification Inspector

a. Assist RNO in reviewing any new construction plans for potential wildlife hazards to aircraft.

2.2.6 USDA-Wildlife Services (WS)

a. Provide technical assistance to RNO to control wildlife-related risks to aviation. b. Assist RNO with obtaining necessary federal and State permits to control migratory birds and

other hazardous wildlife.


3 - HABITAT MANAGEMENT

§ 139.337(f)(2) A list prioritizing the following actions identified in the wildlife hazard assessment and target dates for their initiation and completion:

(i) Wildlife population management; (ii) Habitat modification; and (iii) Land use changes.

3.1 OVERVIEW Habitat management provides the most effective long term remedial measure for reducing wildlife hazards on or near, airports. Habitat management includes the physical removal, exclusion or manipulation of areas that are attractive to wildlife. The ultimate goal is to make the environment fairly uniform and unattractive to the species that are considered the greatest hazard to aviation. Habitat modifications will be monitored carefully to ensure that they reduce wildlife hazards and do not create new attractions for different wildlife. Table 1 lists a series of both habitat and non-habitat based action items/priorities, with target dates for completion. Table 1. Management priorities for projects to reduce wildlife hazards at RNO are listed, along with the target dates for completion and date that each project was completed. Note that some of the projects may have already been implemented or completed, but because they require a continued effort (e.g., brush removal from drainage ditches), they are listed as “Ongoing”.

RNO WILDLIFE MANAGEMENT PROJECTS

TARGET

DATE

DATE

COMPLETED

Designate a Wildlife Coordinator

Winter 2008

Train employees in the safe and effective application of wildlife dispersal measures

Winter 2008

Net, wire, exclude or remove bird perching areas (i.e. structures, signs, wetlands and trees) as appropriate

Ongoing

Clear and maintain ditches and wetland areas to the extent possible throughout airfield to enhance water flow

Ongoing

Evaluate potential wildlife hazards associated with any new construction

Ongoing

Remove ground covers that have been found to be attractive to wildlife

Ongoing

Use best effort to complete and maintain wildlife deterrent fencing around the airfield as funds become available

Ongoing

Fill in tire ruts and other depressions where water may puddle

Ongoing


RNO WILDLIFE MANAGEMENT PROJECTS

TARGET

DATE

DATE

COMPLETED

Maintain updated migratory bird depredation permits

Every Winter

Ongoing

Stock and maintain wildlife control supplies

Ongoing

Develop a database or recording system for tracking wildlife strikes and control efforts

Winter 2008

Maintain an aggressive wildlife control program on the airfield

Ongoing

Eliminate nesting of migratory birds on RNO

Every Spring

Ongoing

Monitor wildlife, particularly migratory birds, activity within the airports critical zones

Ongoing

Remove all trees from AOA

As AIP Funding

Allows

Ongoing Other:

Other:

3.2 ATTRACTANTS 3.2.1 General Zone and Critical Zone The General Zone for RNO Airport is defined as the area within a five-mile radius of the runway centerline. Wildlife attractants in this area could potentially impact air traffic safety operating in and out of RNO, particularly those attractants that lie within the approach and departure patterns. The objective of this plan is to actively reduce attractive wildlife habitat on property under the control of RNO, while working cooperatively with adjacent property owners to discourage land-use practices that might increase wildlife hazards. Off-site attractants include, but are not limited to: surrounding agricultural practices; golf courses (e.g. UNR Farm, Rosewood Golf Course) (Figure 5); several large wetlands (e.g. Truckee River, Boynton Slough) (Figure 6); and Community water detention/retention systems (e.g. Grand Sierra Pond -previously Hilton Pond-, Sparks Marina). The area within a 10,000-foot radius of the runway centerline is delineated as the Critical Zone (see aerial in Appendix 4). Control efforts will be primarily concentrated within this area because within 10,000 feet of the runway centerline is the area where arriving and departing aircraft are typically operating at or below 500 feet AGL, an altitude that also corresponds with the most bird activity. Approximately 75% of all civil bird-aircraft strikes occur within 10,000 feet of the airfield from which they depart or arrive.

Figure 5. Canada geese at UNR Farm. .


Figure 6. Boynton Slough. 3.2.2 Edge Removal Edges are the effect of different habitats meeting and are often most attractive to wildlife because the animals’ biological needs can be met in a relatively small area. RNO does maintain some edge habitat on the airfield, including some low drainage areas that contain clusters of small brush and un-mowed weeds and larger trees, brush and rocks (Figure 7). The trees that attract or maintain wildlife, hazardous to airfield operations in these areas will be removed. Future projects will continue to work towards minimizing such edge habitat.

Figure 7. Attractant edges on airfield at RNO.



3.2.3 Airport Building Projects The Wildlife Coordinator should participate in the initial and early phases of all airport building projects to avoid any inadvertent increase in wildlife hazards resulting from architectural or landscape changes. Thus, additional effort will be required to ensure that new projects and construction activities are designed in a manner that minimizes wildlife attractants. The FAA’s Airports District Office (ADO) reviews proposed construction activities for potential wildlife attractions when the FAA Form 7460-1 application is submitted and may also solicit input from Wildlife Services. 3.2.4 Non-airport Land-use Projects Whenever possible, the Wildlife Coordinator will actively participate in land-use decisions and landscape changes to avoid inadvertent creation of wildlife hazards to aircraft. The FAA’s Airports District Office and Safety and Standards Branch of the FAA Western Pacific Region (refer to directory in Chapter 9) will provide technical guidance to RNO in addressing land-use compatibility issues. If RNO or the FAA requests assistance from Wildlife Services (as per a Memorandum of Understanding between the FAA and Wildlife Services and Certalert 04-09 [Appendix 7]), then Wildlife Services will provide technical and/or operational assistance in addressing issues or concerns associated with the proposed project or land-use change. Proposed projects that will likely increase bird numbers within flight zones will adamantly be discouraged or mitigated to a safe level. Incompatible land uses may include developments such as golf courses, water reservoirs, parks with artificial ponds, wetlands, waste handling facilities and wildlife refuges/sanctuaries. These types of land-use changes will be monitored for compatibility by working with the local planning authorities.

3.3 WATER MANAGEMENT 3.3.1 Overview RNO has several small waterways that occur on airport property (Figures 8 and 9). Open water on RNO property will be monitored closely to ensure that hazardous species do not utilize these sites. Control efforts, including exclusion netting/overhead grid systems, harassment and lethal control, may be used as appropriate to minimize wildlife use of these areas. Temporary open water areas will be monitored by the Wildlife Coordinator. Water sources outside of RNO property, but within the Critical Zone of RNO, will be monitored and RNO will work with local agencies and landowners, as appropriate and necessary, to help deter hazardous wildlife.

Figure 8. Waterway on east side of RNO.

Figure 9. Boynton Slough. 3.3.2 Wetlands


Several small wetlands occur on the airport and are potentially attractive to wildlife (Figure’s 8 and 9).

3.6


Any future wetland mitigation resulting from airport construction projects will be implemented as far away from the airfield as possible, unless it can be demonstrated with reasonable certainty that the mitigation would not likely increase wildlife hazards and will comply with criteria described in FAA Advisory Circular 150/5200-33B (Appendix 8) and recommendations with a federal interagency Memorandum of Agreement regarding reduction of wildlife threats at airports and wetland mitigation (Appendix 9). Wetland mitigation projects will be reviewed by the Wildlife Coordinator. 3.3.3 Temporary Standing Waters and Ditches During the wet winter and spring months, small depressions (e.g., tire ruts and un-drained low areas) within the infield areas can fill up with water for short periods of time and attract wildlife. Where ruts are found, RNO maintenance will fill and/or grade the damaged area. In areas where larger pools may occur, the land will be graded or filled so water consistently drains into ditches. Ditches should be appropriately sloped and maintained so that water does not pool and leaves the airfield in a reasonably short amount of time. Ditches that pool and attract hazardous wildlife may be covered, in whole or part, using a wire grid system or other barrier (e.g., polyester netting). 3.4 VEGETATION MANAGEMENT 3.4.1 Overview RNO contains diverse vegetation types (though much of the AOA is crushed concrete and rock ), some of which are highly attractive to wildlife. The most effective approach to reducing this attraction in the critical zone is to remove all unnecessary trees (see Figure 7), shrubs, weeds and plants and establish non-seeding or small-seeded grass, especially within 200 feet of the runway. RNO’s airfield generally consists of crushed concrete and rock, barren dirt with some short grass, weeds, and several trees. The Wildlife Coordinator should review all plantings on RNO property and continue to exclude those species that produce edible fruits, nuts, berries, or herbaceous cover, thus minimizing the amount of attractive vegetation available to wildlife. 3.4.2 Grass Management Other than paved areas, and crushed concrete and rock, grass will be the primary cover planted inside the perimeter security fence. FAA Certalert No. 98-05 (Appendix 10) advises that “airport operators should ensure that grass species and other varieties of plants attractive to hazardous wildlife are not used on the airport”. In addition, grasses that produce large seeds and are known to be attractive to wildlife will be avoided when planting new areas.

3.4.2.1 Grass Type

The type of grass used within the perimeter fence and between the runways should produce small or no seeds, but still be able to generate new growth or re-seed itself to provide a thick, monotypic stand and prevent erosion. The selected ground cover should withstand drought, flooding and other normal climatic conditions and be somewhat unpalatable to grazers such as geese, wild ducks and deer. The grasses should also harbor relatively few insects and rodents that may attract hawks, owls, starlings and other hazardous wildlife species. Several varieties of tall fescue (Festuca arundinacea), if allowed to grow to a height of 8-14 inches, have been found to be unattractive to Canada geese because of a fungus harbored by the plant and the fescue will generally preclude other more attractive


grass species from invading the airfield. Whenever possible, grass mixtures indigenous to the local area will be used at RNO when replanting as part of a construction or mitigation project, provided it can be demonstrated the seed mixture poses no significant wildlife attraction.

3.4.2.2 Grass Height

Grass height throughout the airfield will be maintained at a height of 7-12 inches, except around runway and taxiway marker lights where it will be cut to 4 inches for purposes of visibility. Grass height will be maintained throughout the year, with the first mowing activities beginning when the infield is firm enough to allow equipment access and the grass is sufficiently long to merit cutting.

3.4.2.3 Mowing

Mowing is quite attractive to several species of birds and mammals because it exposes food sources such as rodents, insects, worms and seeds. If cutting is being conducted during the day and birds are attracted to activity, the mowing will stop until the birds have been successfully hazed from the area.

3.4.3 Streamside/Pond Vegetation Herbaceous vegetation growing on the edge of a stream or other wetland provides preferred habitat for species considered most hazardous to aircraft. The vegetation that grows alongside ditches and on ponds on RNO property should be removed or maintained so that habitat is not provided for waterfowl, herons, blackbirds, rabbits, skunks and other wildlife that could present a direct or indirect hazard to aviation. Rock (e.g., quarry spauls, rip-rap) and in some instances, shrubs or grass, can be used to replace undesirable plants, slow erosion and conceal a base flow of water from wildlife, but the situation will need to be examined on a case-by-case basis to avoid worsening the hazards. RNO will identify where existing stream side conditions attract wildlife and develop an appropriate plan to reduce the hazard. 3.4.4 Ornamental Landscaping Landscaping at the airport can affect tourism, business and the overall impression of the RNO vicinity to visitors. Therefore, landscape needs to be aesthetically pleasing. It must, however, not compromise the airport’s more important responsibility of air safety. On the AOA, trees and bushes offering hunting perches, roosting and loafing sites, nesting cover and food for birds and other wildlife will be removed. Ornamental trees and bushes used to enhance airport aesthetics should be kept to a minimum and varieties that are unattractive to wildlife will be selected. Future plant species which produce edible fruits, nuts or berries will not be planted on RNO property if they might attract hazardous wildlife. 3.4.5 Agricultural Crops Agricultural crops on airfields are discouraged by the FAA, but are not prohibited. The FAA provides allowances for agricultural production on the AOA provided certain mitigation procedures are followed as outlined in the FAA AC 150/5200-33A (Appendix 8) should the fields become problematic (see also: FAA AC 150/5300-13-Table A17-1 (Appendix 11)). There are no agricultural crops at RNO. At RNO, Agricultural fields near the AOA would likely significantly increase the risks to aviation safety. Therefore, agricultural crops will not be planted on the AOA at RNO.

3.5 STRUCTURE MANAGEMENT 3.5.1 Overview Structures provide cover for a variety of wildlife and hunting perches for birds of prey. If wildlife is considered when a building is being designed, costly control measures can be avoided. Buildings should not provide nesting, perching or roosting sites for birds and should inhibit access by mammals, such as rodents and cats. 3.5.2 Airport Structures Airport structures, such as runway lights, ramp and taxiway signs, ILS towers and light poles are used as hunting and loafing perches for birds, such as hawks and doves. Lights attract insects at night and in turn, bats and nighthawks. Structures found to routinely attract birds in a hazardous manner may be fitted with wire coils or porcupine wire (e.g., Nixalite [Figure 10]).

Figure 10. Nixalite. 3.5.3 Abandoned Structures Structures not pertinent to air operations and no longer in use, should be removed, including abandoned houses, sheds, machinery and light poles. Such structures are attractive to rodents, small birds and rabbits and, in turn, attract hawks, owls and other predators that can become a significant air hazard. Structures used for crash-fire training are considered to be pertinent to air operations and are generally compatible with safe air operations. 3.6 FOOD/PREY-BASE MANAGEMENT 3.6.1 Overview


Rodents, rabbits, insects, earthworms and other invertebrates are highly attractive to many species of birds and mammals and should be controlled where feasible. Handouts, trash and scattered debris also provide food for wildlife. The modification or management of a wide variety of habitats such as wildlife-

3.9


attracting vegetation and removal of abandoned structures will reduce populations of potentially hazardous wildlife by limiting shelter, food and prey availability. 3.6.2 Rodents Ground squirrels, mice and voles at RNO appear to be the primary attractants of hawks and coyotes, but will occasionally attract herons and other predators. RNO will monitor populations and will conduct a control program if rodent abundance increases to a level where wildlife is attracted. 3.6.3 Insects and Other Invertebrates Insects and other invertebrates (e.g., earthworms, spiders, etc.) may attract many species of wildlife at RNO, particularly starlings, crows and gulls. Insect populations will be monitored periodically by RNO, particularly following rainstorms, to determine if they are present in sufficient numbers to attract wildlife. If control is deemed necessary, Cooperative Extension or Nevada Department of Agriculture (see Chapter 9) can help select the best pesticide or control method. Habitat management will keep much of the prey population in check, but the airport will need to monitor these populations for outbreaks. 3.6.4 Trash, Debris and Handouts Trash and debris are often responsible for attracting species such as gulls, European starlings and pigeons. RNO Operations and Maintenance will continue to conduct and/or coordinate trash and FOD (foreign object debris) collection sweeps on the airfield, especially after high winds. Additionally, the public and airport employees must not be allowed to feed birds or mammals on RNO property. “No Feeding” signs should be placed in areas where/if supplemental feeding is suspected of occurring on the airfield.


4 - LAWS AND REGULATIONS

§ 139.337(f)(3) Requirements for and, where applicable, copies of local, State, and Federal wildlife control permits.

4.1 OVERVIEW Federal, State and local governments administer laws and regulations that manage wildlife and their habitat. A number of laws affect wildlife control at airports and RNO wildlife control personnel must understand and comply with there regulations. In general, taking most types of wildlife is regulated through a permit process, overseen by federal or State agencies. Permits are necessary for a successful control program and will be obtained on a regular basis or as required, by the wildlife coordinator. 4.2 NEVADA WILDLIFE REGULATIONS Several Nevada State agencies have regulations that affect wildlife management at airports. State wildlife laws are administered by the Nevada Department of Wildlife (NDOW). NDOW’s jurisdiction includes resident and migratory birds, mammals, reptiles, amphibians and State threatened, endangered, and protected species. NDOW does issue permits for the taking of problematic species under their control (Appendix 12). The Nevada Department of Agriculture (NDOA) regulates the product labels of pesticides used to control wildlife. NDOA also regulates pesticide applicator licenses for individuals permitted to apply restricted-use pesticides. 4.3 FEDERAL REGULATIONS Several Federal regulations, including the Migratory Bird Treaty Act (MBTA), the Lacey Act, the Endangered Species Act, Eagle Protection Act, the National Environmental Policy Act and the Federal Insecticide, Fungicide and Rodenticide Act regulate various aspects of RNO’s wildlife management activities. Additional regulations that may affect wildlife control activities at RNO are found in the Code of Federal Regulations (CFR) and several federal agencies may be responsible for their implementation. Federal wildlife laws are typically administered by the U.S. Fish and Wildlife Service (USFWS) and involve primarily migratory birds and threatened and endangered species. 4.4 WILDLIFE CATEGORIES Federal (CFR Title 50) and State laws (Nevada Revised Statutes (NRS) / Nevada Administrative Code (NAC)) define the categories of wildlife and regulations related to their management. For the purposes of this document, feral and free ranging dogs, cats and other domestic animals are considered “wildlife” because of the hazards they may pose to aircraft, but they are mostly regulated under other municipal laws. Wildlife categories (Table 2) include migratory and resident, game and non-game and threatened and endangered species. Wildlife control personnel should know the category for the species that they intend to control, so that they can determine the relevant laws and necessary permits.


Table 2. Wildlife Categories in Nevada and permits necessary for lethal control as required by federal and State wildlife agencies. The table also shows whether RNO has current federal or State permits for each category.

Category

Species

State Permit Required1

State Permit Obtained

Federal Permit Required

Federal Permit Obtained

Resident Game Birds

Quail, ring-necked pheasant, grouse, chuckar, crows, and turkey

Yes

Yes

No

N/A

Resident Nongame Birds

Starlings, house sparrows, pigeons

No

N/A

No

N/A

Migratory Game Birds

Ducks, geese, coots, snipe and mourning doves

Yes

Yes

Yes

Yes

Migratory Nongame Birds

All species except game birds, resident nongame birds and domestic and exotic birds (including gulls, vultures, herons, egrets)

Yes

Yes

Yes

Yes

Depredation Order Birds2

Magpies, blackbirds and cowbirds

Yes

Yes

No

N/A

Domestic Birds

Rock doves (feral pigeons) and domestic poultry, domestic ducks and geese

No

N/A

No

N/A

Game Mammals

Mule deer and rabbits

Yes

Yes

No

N/A

Furbearers

Fox, bobcat, beaver, mink, raccoon, muskrat

Yes

Yes

No

N/A

Nongame Mammals/ Unprotected Mammals

All species of mammals not classified as game, furbearing, domestic mammals,sensitive, threatened or fully protected wildlife listed in Table 3

No

N/A

No

N/A


Category

Species

State Permit Required1

State Permit Obtained

Federal Permit Required

Federal Permit Obtained

Feral Domestic Mammals

Dogs, cats, livestock

No – Call

local animal control

N/A

No

N/A

Reptiles And Amphibians

All reptiles and amphibians except those listed as threatened or endangered in Table 3

Yes - Letter

authorizing removal

No

No

N/A

Fully Protected Wildlife

Threatened and Endangered species listed in Table 3

Yes

No

Yes

No

1 Control actions requiring a State permit should be coordinated through the NDOW District Biologist. 2 May be taken without federal permits “when concentrated in such numbers and manner as to constitute a health hazard or other nuisance” (50 CFR §21.43). 4.5 GENERAL REGULATIONS FOR WILDLIFE CONTROL Several regulations and permits apply to wildlife management activities at airports in Nevada. Many of these regulations relate to safety, methods and special considerations or restrictions which are usually specified on the depredation permits. State and federal permits each require a report to the issuing agency, as specified on the permit, within 10 days of the expiration date on the permit. 4.6 BIRDS 4.6.1 Resident Game Birds Resident game birds (e.g. chuckar, turkey and quail) are non-migratory. Although they are not managed by the MBTA (and no federal permit is required for take) they are protected by State law and a State Wildlife Depredation Permit is required from NDOW prior to the “taking” of these birds. 4.6.2 Resident Nongame Birds Feral pigeons, and house sparrows are resident non-game birds that are classified as non-migratory and no permit is required to take them. European starlings, though somewhat migratory do not receive federal or State protection. 4.6.3 Migratory Game Birds


Migratory game birds (e.g., ducks, geese, coots, gallinules, snipe, mourning doves, etc.) are regulated under federal law by the USFWS. These regulations allow harassment of migratory birds when the birds are damaging property, but a permit is required for lethal take. Migratory bird permits are not valid for eagles or threatened/endangered species, which require separate permits for lethal take and harassment. Although States can impose more restrictive regulation than federal law on migratory birds, Nevada Wildlife Depredation permits issued by NDOW allow control actions permitted by the USFWS.

4.6.3.1 Migratory Bird Depredation Permit for RNO (CFR 50, Part 13)

A depredation permit to take federally protected migratory birds may be obtained by completing a Federal Fish and Wildlife License/Permit Application and submitting it to the USFWS. The USFWS also requires that a Migratory Bird Damage Project Report completed by Wildlife Services accompany the permit application (WS Form 37). RNO currently possesses a federal permit (Appendix 12) to take migratory birds, primarily Canada geese. The Wildlife Coordinator will be responsible for the required annual renewal of the depredation permit and will submit a report to the USFWS within 10 days of the expiration date detailing the species and number of animals taken under the permit. Details for the permit uses are given below. Federally listed threatened and endangered migratory birds are identified in Table 3 of this chapter.

4.6.3.2 Reporting Control Actions to USFWS

RNO should submit a report of the animals taken to the USFWS to fulfill the requirements of this section and the federal permit. The report could be generated from a computerized database containing all control actions on RNO.

CFR 50 Part 21.41: CONTROL OF DEPREDATING BIRDS - Depredation permits

a) Permit requirement. Except as provided in Part 21.42 through 21.46, a depredation permit is required before any person may take, possess or transport migratory birds for depredation control purposes. No permit is required merely to scare or herd depredating migratory birds other than endangered or threatened species or bald or golden eagles.

b) Application procedures. Applications for depredation permits shall be submitted to the appropriate Special Agent in Charge (see Part 13.11 (b) of this Subchapter). Each such application must contain the general information and certification by Part 13.12 (a) of this Subchapter plus the following additional information: 1) A description of the area depredations are occurring; 2) The nature of the crops or other interests being injured; 3) The extent of such injury; and 4) The particular species of migratory birds committing the injury.

c) Additional permit conditions. In addition to the general conditions set forth in Part 13 of this Subchapter B, depredation permits shall be subject to the following conditions: 1) Permittee, and subpermittees, must carry a legible copy of the permit, and display it upon request whenever exercising its authority. 2) Permittees may not exercise the authorization granted by the permit contrary to the laws of the applicable state, county, municipal, or tribal government, or any other applicable law. 2) Unless otherwise specifically authorized, when permittees are authorized to kill migratory birds


they may do so only with a shotgun not larger than No. 10 gauge fired from the shoulder and only on or over the threatened area or area described on the permit.

3) Permittees may not use blinds, pits or other means of concealment, decoys, duck calls or other devices to lure or entice birds within gun range.

4) All migratory birds, nests or eggs taken under the permit shall be retrieved by the permittee and (1) turned over to the USDA for official purposes, (2) donated to a public educational or scientific institution as defined by CFR 10, or (3) completely destroyed by burial or incineration.

5) Only persons named on the permit are authorized to act as agents of the permittee under authority of the permit.

d) Tenure of permits. The tenure of depredation permits shall be limited to the dates which appear on its face, but in no case shall be longer than one year.

4.6.4 Migratory Nongame Birds Migratory nongame birds are all species except game birds, resident nongame birds, domestic birds, and exotic birds. Migratory nongame birds are regulated under federal law by the USFWS. These regulations allow harassment of migratory birds when the birds are damaging property, but a permit is required for lethal take or the destruction of their eggs. Migratory bird permits are not valid for eagles and threatened and endangered species, which require separate permits for lethal take and harassment. Although States can impose more restrictive regulation than federal law on migratory birds, Nevada currently does not further restrict what is allowed on federal permits, but a State permit is also required. 4.6.5 Depredation Order Birds Depredation order birds are blackbirds and cowbirds that are protected under the MBTA but may be taken when they are concentrated in such numbers and manner as to constitute a health hazard or other nuisance. Under the Depredation Order (50 CFR §21.43), no federal permit is required to remove these birds “when found committing or about to commit depredation ... or when concentrated in such numbers and manner as to constitute a health hazard or other nuisance....” Although the State of Nevada recognizes the federal regulations, a State permit is required when using lethal control actions against these birds. Furthermore, crows are listed as a game bird in the State of Nevada (see subsection 4.6.3). CFR 50 Part 21.43: Depredation order for blackbirds, cowbirds, grackles, crows and magpies A Federal permit shall not be required to control yellow-headed, red-winged, ... and Brewer's blackbirds, cowbirds, ... crows and magpies, ... when concentrated in such numbers and manner as to constitute a health hazard or other nuisance: Provided

a) That none of the birds killed pursuant to this section, nor their plumage, shall be sold or offered for sale, but may be possessed, transported and otherwise disposed of or utilized.

b) That any person exercising any of the privileges granted by this section shall permit at all reasonable times including during actual operations, any Federal or State game or deputy game agent, warden, protector or other game law enforcement officer free and unrestricted access over the premises on which such operations have been or are being conducted; and shall furnish promptly to such officer whatever information he may require, concerning said operations.

c) That nothing in this section shall be construed to authorize the killing of such birds contrary to any State laws or regulations; and that none of the privileges granted under this section shall be


exercised unless the person possesses whatever permits as may be required for such activities by the State concerned.

4.6.6 Domestic Birds Currently State and federal laws do not regulate these species, which includes domestic ducks, geese and poultry. [Note: The term “domestic” here does not include those migratory birds that have not migrated on their typical patterns, becoming more residential. It includes the classic white duck or goose (e.g., Muscovey duck) commonly found on farms. A basic rule of thumb would be: If it looks like a Mallard or Canada goose, it is one.] No permit is required to take domestic birds. Domestic waterfowl may become a problem if they are abandoned on airport property. Taking these species should only be done by wildlife personnel trained to distinguish the differences between domestic and wild waterfowl with similar appearances. If other species of feral poultry or exotic birds are observed at RNO, the Wildlife Coordinator should be contacted for assistance with control methods. 4.7 MAMMALS 4.7.1 Game Mammals Game mammals are defined primarily as those species that are hunted for sport, recreation or meat. As such, they never include threatened or endangered species. A Depredation Permit from NDOW is required before control actions can be used to take these animals. RNO has a small population of rabbits, generally associated with waterway and ditch corridors along the eastern and southern sides of RNO property and adjacent areas and facilities and rock piles. These animals provide a prey base for predatory birds and mammals which pose a direct threat to aviation. Furthermore, these animals may burrow under buildings and structures creating shelter for other species and also damage the foundation. Although Mule deer were present in the areas surrounding, they were not observed at RNO by WS during the survey portion of the WHA. In the event that mule deer do access the airfield, control activities will be immediately coordinated by the Wildlife Coordinator. 4.7.2 Furbearers Furbearers are offered State protection and require a depredation permit from NDOW before control actions can be used to take these animals. In the event that these animals do gain access to the airfield, the Wildlife Coordinator should be notified to coordinate their removal. 4.7.3 Unprotected Mammals Unprotected mammals include those that do not fall into any other category, such as rodents and bats. California ground squirrels, yellow-bellied marmots, meadow voles and field mice are non-game mammals, found at RNO, and are not protected by State law. Rodenticides are the most common control method for these animals and the applicator must use a pesticide the NDOA has registered. Furthermore, a Pesticide Applicators License from NDOA is needed to apply restricted use pesticides. The primary reason to control these mammals is to reduce the prey base for predatory animals, including raptors and coyotes.


4.8 PROTECTED WILDLIFE 4.8.1 Federal And State, Threatened And Endangered Species The Federal Endangered Species Act (Sec. 2 [16 U.S.C. 1531]) and NAC Chap. 503 both protect animal and plant species potentially threatened with extinction. These laws classify species as endangered or threatened. An “Endangered Species” is defined as “any species or subspecies which is in danger of extinction throughout all or a significant portion of its range.” A “Threatened Species” is defined as “any species or subspecies which is in danger of becoming an endangered species within the foreseeable future throughout or over a significant portion of its range.” Once listed, a threatened or endangered species cannot be taken or harassed without a special permit. Eagles are also afforded protection under the U.S. Eagle Protection Act. In Nevada, several additional species are given special protection by being listed as state threatened or endangered species. If a significant hazard exists with a listed species that jeopardizes air safety, either the USFWS or NDOW, depending on the protective status of the species involved, should be contacted for assistance. In many cases only personnel from these or other agencies may obtain a permit to take individuals of a specially protected species. Table 3 lists the protected species for Nevada. 4.8.2 Eagle Permits Eagles are protected under the Eagle Protection Act and require their own permit and are therefore, not included under the Migratory Bird Permit. CFR 50 PART 22.23 EAGLE PERMITS - Permits to take depredating eagles. The Director may, upon receipt of an application and in accordance with the issuance criteria of this section, issue a permit authorizing the taking of depredating bald or golden eagles.

a) Application procedure. Applications for permits to take depredating bald or golden eagles shall be submitted to the appropriate Special Agent in Charge (See: Part 13). Each application must contain the general information and certification required by Part 13.12(a) plus the following additional information: 1) Species and number of eagles proposed to be taken; 2) Location and description of property where taking is proposed; 3) Inclusive dates for which permit is requested; 4) Method of taking proposed; 5) Kind and number of livestock or domestic animals owned by the applicant; 6) Kind and amount of alleged damaged; and 7) Name, address, age and business relationship with applicant of any person the applicant

proposes to act for him as his agent in the taking of such eagles. b) Additional permit conditions. In addition to the general permits set forth in Part 13, permits to

take depredating bald and golden eagles shall be subject to the following conditions: 1) Bald and golden eagles may be taken under permit by firearms, traps or other suitable means

except by poison or from aircraft; 2) The taking of eagles under permit may be done only by the permittee or his agents named in the

permit; 3) Any eagle taken under authority of such permit will be promptly turned over to a Service agent

or other game law enforcement officer designated in the permit; and


4) In addition to any reporting requirement set forth in the permit, the permittee shall submit a report of activities conducted under the permit to the Special Agent in Charge within 10 days following the completion of the taking operations or the expiration of the permit whichever occurs first.

c) Issuance criteria. The Director shall conduct an investigation and not issue a permit to take depredating bald or golden eagles unless he has determined that such taking is compatible with the preservation of the bald or golden eagle. In making such determination the Director shall consider the following: 1) The direct or indirect effect which issuing such permit would be likely to have upon the wild

population of bald or golden eagles; 2) Whether there is evidence to show that bald or golden eagles have in fact become seriously

injurious to wildlife or to agriculture or other interests in the particular locality to be covered by the permit and the injury complained of is substantial; and

3) Whether the only way to abate the damage caused by the bald or golden eagle is to take some or all of the offending birds.

d) Tenure of permits. The tenure of any permit to take bald or golden eagles for depredation control purposes shall be that shown on the face thereof and shall in no case be longer than 90 days from date of issue.

4.8.3 Habitat Conservation USFWS and NDOW are responsible for species conservation and recovery plans. These plans require the identification of critical habitat when it is associated with the decline of a species. Habitat alterations and developments may be prohibited in areas where critical habitat has been designated or where such changes could result in the inadvertent take of an endangered species. Consultation with USFWS or NDOW biologists will help determine on a case-by-case basis whether critical habitat is affected by airport projects and if so, the necessary mitigation. 4.8.4 Wetlands Mitigation Wetland modifications may require permits from various agencies, including the USFWS and U.S. Army Corps of Engineers (USCOE). Pre-development mitigation may be required for issuance of a permit. The FAA has outlined a series of procedures (refer to the publication on wetland mitigation banking in the FAA’s wildlife section homepage [http://www.faa.gov/arp/hazard.htm] for mitigating wetland impacts resulting from project development. See 40 CFR 1505.3. 4.8.5 Endangered Species List The USFWS and the State of Nevada maintain updated lists of endangered and threatened species. Current listing of State and federally endangered, threatened and sensitive species can be accessed on the Internet. Wildlife control personnel at RNO should familiarize themselves with these listed species and their potential occurrence at the airport (Table 3). Some of these species, particularly eagles may present hazards to air traffic at RNO and permits are required to harass them. In most cases, permits will not be granted to lethally remove members of a threatened and endangered species. RNO wildlife control personnel should learn to identify these species and understand the regulatory permitting processes required for their effective management. Habitat critical to listed species is regulated by the USFWS, these regulations should be reviewed to determine their potential effect on RNO’s habitat modification plans to reduce wildlife hazards.


4.8.6. Avoiding Impacts to Threatened and Endangered Species The WHMP examines resolutions to detect and alleviate wildlife hazards that threaten human health and safety or aircraft operations operating out of RNO. Birds are generally considered the most hazardous form of wildlife at RNO, particularly waterfowl, gulls, and corvids. Coyotes also gain access to the airfield, where they pose an immediate strike hazard to aircraft. The proposed actions outlined in the WHMP would involve application of the most appropriate, effective and biologically sound wildlife control methods available. This approach is known as “Integrated Wildlife Damage Management” and includes both habitat management and direct control. Habitat management provides the best long term approach for reducing wildlife attractants on an airfield. Habitat management measures are discussed in Chapter 3 of the WHMP and include elimination of standing water, planting alternative ground covers on the airfield, removal of fruit and berry producing vegetation, thinning roost trees, structural exclusion (e.g., netting/fencing) and incorporating wildlife considerations in the early planning stages of new construction projects. Direct control efforts generally provide a more immediate response to hazardous situations, but the desired effects are often not as long lasting. Wildlife control and dispersal procedures employed at RNO are discussed in Chapter 6 of the WHMP and include, pyrotechnic hazing, mylar flash tape, recorded distress calls, vehicular harassment, nest removal, selective trapping and shooting with air rifles, rifles, or shotguns. Control methods at RNO would not have an effect on listed endangered or threatened species because capture and removal methods that are used at RNO are selective and would allow for positive identification of target animals. Hazing and lethal control methods such as shooting and live-trapping are selectively directed at target individuals. Collisions between birds and aircraft nearly always result in the death of the bird, in addition to threatening human safety. Consequently, potential nesting habitat on and around the airfield will be eliminated to the extent possible.


TABLE 3. Federal and State listed threatened or endangered species found in the region. Those species that have been observed at or near RNO during the WHA surveys are checked ( ). State threatened and endangered species are listed online at http://www.leg.state.nv.us/Law1.cfm in Nevada Administrative Code 503.030 through 503.070. Federal threatened and endangered species in Nevada are listed online at http://www.fws.gov/nevada/protected_species/index.html.

Common Name

Scientific Name

State-Listed (Status T/E)

Federal-Listed

(Status T/E)

RNO (O)

Southwestern Willow Flycatcher

Empidonax trailli extimus

E

E

Bald Eagle

Haliaeetus leucocephalus

E

Peregrine Falcon

Falco peregrinus

E

Yuma Clapper Rail

Rallus longirostris yumanensis

E

E

Spotted Bat Euderma maculatum

T

Desert Tortoise

Gopherus agassizi

T

T

4.9 PESTICIDE APPLICATOR LICENSE

http://www.fws.gov/nevada/protected_species/index.html


Authorization to use restricted-use pesticides for the removal of hazardous wildlife (e.g., blackbirds, starlings) or prey-base (e.g., rodents, rabbits, insects, earthworms and weeds) should be limited to Certified Pesticide Operators or persons under their direct supervision. To obtain the necessary license to apply restricted-use pesticides, a person must pass an exam administered by NDOA (see directory in Chapter 9). All RNO personnel that use restricted-use pesticides must first obtain a pesticide applicator's license or be under the direct supervision of an applicator. Use of all pesticides should strictly adhere to the pesticide label and should follow U.S. Environmental Protection Act guidelines. 4.10 FAA REGULATIONS, ADVISORY CIRCULARS and CERTALERTS The FAA is the federal agency responsible for developing and enforcing air transportation safety regulations. Many of these regulations are codified in 14 CFR 139. The FAA also publishes a series of guidelines for airport operators to follow called Advisory Circulars (ACs). Advisory Circulars in the 150 series deal with airport safety issues, including wildlife hazards. In addition to CFRs and ACs, the FAA periodically issues CertAlerts for internal distribution and to provide recommendations on specific issues for inspectors and airport personnel. All of the above-mentioned regulations, Advisory Circulars and CertAlerts are frequently changed or updated and their current status should be verified on a regular basis. This may be accomplished by contacting the FAA directly (see directory in Chapter 9) or by visiting their websites at www.faa.gov/faadocs.htm or http://wildlife-mitigation.tc.faa.gov/public_html/ for the most current revision. The manual entitled “Wildlife Hazard Management at Airports” was developed cooperatively by the FAA and USDA Wildlife Services in 2005 (Second Edition) is also available for download from the FAA Wildlife-Mitigation Homepage. It contains important information on airport wildlife hazard management and it will be obtained and consulted regarding control actions and other issues.


5 - RESOURCES

§ 139.337(f)(4) Identification of resources that the certificate holder will provide to implement the plan.

5.1 OVERVIEW Habitat management and wildlife control supplies can be purchased from several companies. An adequate supply of equipment will be kept on hand at RNO for use by trained personnel. 5.2 AIRPORT SUPPLIES Supplies that may be stocked at the airport include:

15 mm pyrotechnic pistol launchers (Bird bombs/bangers, screamers and whistlers) Cleaning kits for all firearms Field guide for local bird identification Mylar tape Snare/catch pole Cage trap for dogs (e.g., Tomahawk 110B) Cage trap for cats/skunks/raccoons (e.g., Tomahawk 108) Rat/mouse traps (snap traps) Binoculars Latex gloves Garbage bags Gallon-size re-sealable sandwich bags “Prevention and Control of Wildlife Damage” reference manual (also available on the Internet) Freezer to preserve bird carcasses found on runways

AIRPORT OPERATIONS RNO Airport Operations vehicles should be stocked with the supplies listed below to facilitate an immediate response to wildlife hazards. The Operations Department will be primarily responsible for responding to emergency calls from the ATCT to disperse animals from the runways. They will maintain radio communications with the ATCT if there is a situation within the AOA and the patrols must operate within the movement areas according to FAA guidelines. As a minimum, supplies to be maintained in their vehicles should include at least:

15 mm pyrotechnic pistol launchers An adequate supply of 15 mm pyrotechnics (bangers, whistlers, etc.) Bird identification field guide Binoculars Latex gloves Garbage bags Gallon-size re-sealable sandwich bags Several daily wildlife activity log sheets


5.3 USDA-WILDLIFE SERVICES ASSISTANCE Some supplies such as starling traps, vertebrate pesticides and chemical capturing agents may be available through WS for conducting specific control operations. The use of some control methods, such as alpha chloralose for waterfowl and DRC-1339 for starlings, is restricted to certified WS personnel only.


6 - WILDLIFE CONTROL PROCEDURES

§ 139.337(f)(5) Procedures to be followed during air carrier operations that at a minimum includes—

§ 139.337(f)(5)(i) Designation of personnel responsible for implementing the procedures;

Personnel responsibilities are described and delineated in Chapter 2.

§ 139.337(f)(5)(ii) Provisions to conduct physical inspections of the aircraft movement areas and other areas critical to successfully manage known wildlife hazards before air carrier operations begin;

Operations personnel should frequently conduct physical inspections of movement areas and other areas critical to wildlife hazard management as part of the daily protocol. Operations personnel should document all observed wildlife and record the data on a Daily Wildlife Activity Report (Appendix 6). In cases where no animals are seen, a record indicating that an inspection was conducted and that no animals were observed should be made. A copy of the Daily Wildlife Activity Report for each day should be submitted to the Wildlife Coordinator. The Wildlife Coordinator should also conduct physical inspections of critical areas and report wildlife activity on the Daily Wildlife Activity Report. During periods of exceptionally heavy wildlife activity (e.g., migratory periods, outbreaks of insects etc.), operations personnel should issue a Notice to Airmen (NOTAM).

§ 139.337(f)(5)(iii) Wildlife hazard control measures; and 6.1 OVERVIEW Wildlife that is identified as hazardous during and after the completion of the recommended habitat modifications should be controlled using accepted direct control techniques. Wildlife hazards at airports are extremely variable and complex, therefore, it is essential to adopt a flexible, innovative and adaptive approach to managing such hazards. Wildlife identification guides and handbooks will be available for use by wildlife control personnel at RNO. The manual entitled, “Prevention and Control of Wildlife Damage” (available on the internet at: http://wildlifedamage.unl.edu/handbook/handbook) details species-specific damage assessment and includes an in-depth discussion of methods of dispersal for each species. Transport Canada (Canada’s governmental agency responsible for reducing wildlife hazards) has also produced a valuable internet-based reference manual on wildlife control procedures at airports at http://www.tc.gc.ca/CivilAviation/Aerodrome/WildlifeControl/TP11500/Introduction.htm . Airport personnel should be trained to identify hazardous wildlife at RNO (refer to Chapter 8) and should select dispersal methods that are appropriate to the type of animal causing the hazard. 6.2 WILDLIFE PATROL RNO’s wildlife patrol crew should consist of the Wildlife Coordinator with all other Operations personnel aiding in the patrols by providing anecdotal wildlife observations to the Wildlife Coordinator. The patrol should monitor and respond to wildlife hazards on the airfield and should coordinate their activities through the Wildlife Coordinator. The crew should be trained in wildlife identification, proper control techniques and safe operations as outlined in Chapter 8. The crew should have a radio-equipped vehicle and adequate wildlife control supplies (Chapter 5). The patrol will maintain clear communications with


the ground controller, in accordance with FAA radio protocols. The crew should also report all observations of wildlife activity on the Daily Wildlife Activity Report (Appendix 6). Completed forms should be forwarded to the Wildlife Coordinator for frequent review. Routine runway sweeps should be conducted at least once per day and the presence of any dead animals found from strikes or suspected strikes should be recorded on Form 5200-7 (Appendix 5), and if necessary on a Wildlife Incident Report (Appendix 13) for RNO’s use. Other wildlife-related activities (e.g., notable hazards, animals killed or dispersed, unusual wildlife behavior, etc.) should be documented on the Daily Wildlife Activity Report. All dead birds or mammals found on runways and taxiways will be considered the result of a strike unless the death was obviously due to some other cause. Any bird or mammal remains that are found should be bagged, labeled (e.g., time and date found, location on runway, person who found remains, etc.) and placed in a freezer for later inspection and identification. Wildlife strikes may be submitted electronically at http://wildlife.pr.erau.edu/strikeform/birdstrikeform.html. A printout of the strike report must also be immediately submitted to the Wildlife Coordinator so that the situation can be assessed. 6.3 GENERAL WILDLIFE CONTROL Each wildlife hazard that develops will be analyzed by wildlife control personnel to determine a practical solution. The initial response for most species will be to haze them with frightening devices, followed by population control methods when necessary. A primary key to successful wildlife control is persistence and innovation. Techniques should be applied based on safety, effectiveness, practicality and environmental social considerations. Most control techniques retain their effectiveness when used judiciously and in conjunction with other methods. Some methods such as pesticides or leg-hold traps are only effective and legal for certain species and situations. Therefore, the methods chosen will depend largely on the situation and the species involved. Finally, personnel involved in direct control should be aware of the potential diseases that wildlife can carry and should take appropriate precautions. 6.4 BIRD CONTROL Several species of birds are present at RNO and represent the most significant potential for causing damaging strikes, most notably waterfowl. Juvenile birds may also constitute an unusual wildlife hazard because of their general unfamiliarity with the airport environment at RNO. The “Prevention and Control of Wildlife Damage” manual discusses a number of methods that may be used to haze birds from the airport. As previously stated, an integration of multiple methods should be employed for maximum effectiveness. If properly applied, the techniques discussed in this reference manual should reduce most hazards involving species of concern at RNO. 6.5 MAMMAL CONTROL Potential hazards from the majority of mammal species at RNO have been reduced through habitat modifications and the construction of fencing and other exclusionary devices. Large mammal exclusion would be greatly enhanced by: increasing the height of the perimeter fence to 12 foot, and attaching/burying a fence skirt as described in FAA Cert alert 04-16 (Appendix 14). Removal of the edge effect on RNO would reduce prey species habitat and loafing cover for predators (see Figure 5). Additionally, smaller mammals still exist on the airfield in low to moderate densities and provide an attraction to larger predators and raptors. These rodent and rabbit populations will be monitored by the Wildlife Coordinator.


6.6 USDA-WILDLIFE SERVICES ASSISTANCE Wildlife Services provides technical assistance to RNO when requested by the RNO Airport Operations. WS personnel are available to assist in direct control activities if needed. Wildlife Services may be contacted at (775) 851-4848 for assistance with problems involving wildlife at RNO. 6.7 COUNTY ANIMAL CONTROL ASSISTANCE Washoe County Regional Animal Control is also available to help with free-ranging dogs and cats. If the animal poses an immediate threat to aviation, wildlife control personnel should attempt to catch, disperse or lethally remove it.

§ 139.337(f)(5)(iv) Ways to communicate effectively between personnel conducting wildlife control or observing wildlife hazards and the air traffic control tower.

All wildlife control personnel should be equipped with radios and have proper training to contact the ATCT. If an immediate hazard exists that might compromise the safety of air traffic at RNO, the Wildlife Coordinator or on-duty Operations Officer will immediately address the concern, and if necessary, detain arriving or departing air traffic until the hazard is eliminated. In extreme cases, the runway(s) may need to be closed temporarily at the discretion of airport management.


7 - EVALUATION

§ 139.337(f)(6) Procedures to review and evaluate the wildlife hazard management plan every 12 consecutive months or following an event described in paragraphs (b)(1), (b)(2), and (b)(3) of this section, including:

(i) The plan’s effectiveness in dealing with known wildlife hazards on and in the airport’s vicinity and

(ii) Aspects of the wildlife hazards described in the wildlife hazard assessment that should be reevaluated.

7.1 OVERVIEW The WHMP will be evaluated at least annually. The WHWG will determine the effectiveness of the WHMP at reducing wildlife strikes at RNO and monitor the status of hazard reduction projects, including their completion dates. 7.2 MEETINGS The WHWG will meet at least once per year, but the group may convene more regularly if situations warrant, as determined by the Wildlife Coordinator. 7.3 WILDLIFE STRIKE DATABASE The Wildlife Coordinator will maintain a database of wildlife strikes and wildlife populations on the airfield and surrounding areas. Information from this database will be used to identify trends and to monitor any increases in wildlife hazards on the airfield. If unacceptable increases in wildlife populations are observed, the cause should be determined and the WHMP modified to address the problem. The records should be entered weekly into a computerized database by the Wildlife Coordinator. 7.4 AIRPORT EXPANSION Airport expansion plans will be reviewed by the Wildlife Coordinator to ensure that new developments will not inadvertently result in increased wildlife hazards to aircraft operations. If appropriate, they will coordinate designs with the FAA and WS. 7.5 FAA INVOLVEMENT FAA Regional Certification Inspectors and personnel from the Local/ Regional Airports District Office (ADO) should be invited to make comments on the WHMP.


8 - TRAINING

§ 139.337(f)(7) A training program conducted by a qualified wildlife damage management biologist to provide airport personnel with the knowledge and skills needed to successfully carry out the wildlife hazard management plan required by paragraph (d) of this section.

8.1 OVERVIEW Training is essential for personnel involved in the WHMP. The Wildlife Coordinator should ensure that all personnel that might be working in a wildlife deterrence capacity are trained in the proper selection and application of control methods as well as wildlife species identification. 8.2 STANDARD TRAINING Wildlife control personnel should receive training in mitigating wildlife hazards at airports, including an overview of laws associated with wildlife control, techniques used for prey-base reductions, effective use of pyrotechnics (including hands-on training) and wildlife identification and dispersal techniques. Airport communications and driving training should also be provided to all employees involved in wildlife control operations that may require them to operate on the AOA. As RNO is a certificated airport, it falls under the training requirements of AC 150/5200-36 “Qualifications for Wildlife Biologist Conducting Wildlife Hazard Assessments and Training Curriculums for Airport Personnel Involved in Controlling Wildlife Hazards on Airports” (Appendix 15). For more information regarding AC 150/5200-36 contact the WS Nevada State Office at (775) 851-4848. 8.3 USDA-WILDLIFE SERVICES TRAINING WS may provide a one day training course for wildlife patrol personnel. The purpose of the course is to familiarize personnel involved with airport operations in basic wildlife identification and dispersal techniques. The course also involves hands-on training using pyrotechnics and other deterrent equipment, with an emphasis on safety and effectiveness. This or similar training should be taken by all personnel who have responsibility in dispersing wildlife at RNO. The training would be customized to fit the needs of individual recipients and situations.


9 - AGENCY DIRECTORY REGULATORY AND ENFORCEMENT U.S. Fish and Wildlife Service (Permitting) Migratory Bird Permits Office 911 N.E.11th Avenue Portland, OR 97232 Phone: (503) 872-2715 Fax: (503) 231-2019 U.S. Fish and Wildlife Service (T&E Species) Endangered Species Office 1340 Financial Blvd, Suite 234 Reno, NV 89502 Phone: (775) 861-6300 Fax: (775) 861-6301 U.S. Fish and Wildlife Service (Law Enforcement) 1340 Financial Blvd, Suite 234 Reno, NV 89502 Phone: (775) 861-6300 Fax: (775) 861-6301 Nevada Department of Wildlife (Permitting and Law Enforcement Office) 1100 Valley Road Reno, NV 89512 Phone: (775) 688-1500 Federal Aviation Administration Certification and Standards Branch AWP 620 15000 Aviation Blvd Lawndale, CA 90261 Phone:(310) 725-3611 Fax: Federal Aviation Administration Airports District Office (ADO) AWP 600 15000 Aiviation Blvd Lawndale, CA 90261 Phone: (310) 725-3644 Fax: U.S. Army Corps of Engineers 300 Booth Street, Room 2103 Reno, NV 89509 Phone: (775) 784-5307 MUNICIPAL AGENCIES

Washoe County Regional Animal Control 2825A Longly Lane Reno, Nevada 89502 Phone: (775) 322-3647 City of Reno Reno Direct ( City Directory) Phone: (775) 334-2099 Reno Police Department Phone: (775) 334-2121 (Non-emergencies) Washoe County Sheriff’s Department Phone: (775) 785-4629 (Non-emergencies)


TECHNICAL ASSISTANCE U.S. Department of Agriculture, Wildlife Services 8775 Technology Way Reno, NV 89521 Phone: (775) 851-4848 Fax: (775) 851-4828 University of Nevada Cooperative Extension 5305 Mill Street Reno, NV 89502 Phone: (775) 784-4848 Nevada Department of Agriculture (Pesticides Management) 350 Capitol Hill Avenue Reno NV 89502 Phone: (775) 688-1180 Fax: (775) 688-1178 Poison Control Center Phone: (800) 222-1222


10 - MONITORING HAZARDS AT MITIGATION SITES 10.1 NEED AND OBJECTIVES FOR MONITORING MITIGATION SITES Construction activities at RNO may require compensatory mitigation for unavoidable construction-related loss of wetlands. The strongest recommendation made concerning wetland mitigation is that they be conducted off site. All efforts should be focused towards this end. In the event this is not possible, the monitoring and control program discussed in this chapter is designed to detect and respond to any unforeseen wildlife hazards at the on-site mitigation sites. 10.2 FACTORS TO BE ASSESSED Several factors will be used to assess wildlife hazards associated with the mitigation sites within the airfield, all of which will attempt to place wildlife abundance in the context of hazards to arriving and departing aircraft. The most hazardous types of wildlife that might be attracted to mitigation projects will be identified and monitoring designs selected to most accurately sample these target species. Factors that will be assessed for each species at each mitigation site within a 10,000-foot radius of RNO are as follows:

Abundance of animals throughout the day and year (seasonal) Distance, direction and altitude of wildlife movements through natural immigration and emigration

into the area Direction (relative to the airfield) and altitude of wildlife movements in response to a control

action Nesting activity on the sites Correlation between wildlife use at each site and depth, surface area and duration of water

inundation Correlation between wildlife use and vegetation cover and to the extent possible, composition at

each site 10.3 MONITORING METHODS 10.3.1 Primary Species Surveys are designed to focus primarily on large, flocking birds because of their mobility and potential threat to aircraft safety. The surveys will identify trends and will not provide an absolute estimate of population sizes. American crows, starlings, killdeer, meadowlarks, and gulls are the primary types of hazardous wildlife that may be attracted to the mitigation sites. Mammal activity will also be recorded through incidental observations, but due to sampling design, mammals will likely be underestimated by the formal surveys. Beaver is the mammalian species of concern because of its propensity to build dams, thereby, altering the hydrologic and vegetative regimes on site. 10.3.2 Formal Surveys Formal surveys (Appendix 4 provides the survey point map used for the Wildlife Hazard Assessment [2006-2007] which can be used or modified as needed) will be conducted for the first three years after


construction of the sites is completed. The wildlife hazard potential of the sites will be reassessed at the end of the third year to determine if the monitoring should be changed, a decision that will depend in large part on the growth status (percent cover) of the plant community. Surveys will be conducted at least once per week using a “point count” survey method, wherein all wildlife within the plot that are seen or heard from a fixed point during a 3-minute sampling period will be recorded. The animal’s activities will be noted whenever possible to assess why they are attracted to the site and the direction and altitude of the animal’s ingress or egress to the site will be recorded. The start time of each survey will be categorically varied by morning, midday and evening to identify potential peak use periods. An index of abundance over time for each species will be developed from these data. In addition to time-area counts, a flyway count will be conducted 2 times per month for a 60-minute period, wherein all birds flying into or over the sites will be recorded, along with their altitude and direction of travel. Their movements will be noted in relation to aircraft arrival and departure patterns because this will enable a more accurate assessment of the relative hazards posed by wildlife at each site. The goal of this monitoring program is to detect and immediately abate wildlife hazards associated with the mitigation projects. In the event wildlife is observed that poses a threat to air safety, appropriate control methods will be immediately implemented, although it might bias the survey data. This approach helps ensure passenger safety and yet still provides valuable data, because the behavioral response exhibited by each species to a given control method will be recorded. 10.3.3 Habitat Use A map of each of the mitigation sites will be overlaid with an alpha-numeric grid so that precise locations of individual animals can be plotted. The surface area and configuration of standing water during each survey will be estimated to the extent possible (the watered edges may be visually obscured by the vegetative canopy) by sketching the water boundaries on a map grid and the water depth recorded. Estimates of vegetative cover will be provided by the entity responsible for doing the annual evaluations of plant growth. Wildlife use (e.g., abundance, behavioral activities) will be correlated with the plant cover estimates to determine if the vegetation is achieving the desired effect of precluding hazardous wildlife and if not, steps will be taken to determine what can be done to alleviate the wildlife attraction to the site. 10.3.4 Incidental Observations Incidental observations of the mitigation sites will be made, noting wildlife activity at the sites. Many unique hazards may be observed outside of the relatively brief formal survey periods and these incidental observations will likely provide some of the most valuable information of wildlife use of the sites. In these situations, immediate action will be taken to reduce the hazard and the animals’ responses to the action will be documented. 10.4 CONTROL METHODS The most effective control methods for which specific types of hazardous wildlife typically respond have been well documented. When wildlife does not respond as anticipated, an incremental or tiered approach to reducing the hazards will be used. This approach requires adaptive management that will take increasingly more drastic steps, including humane lethal control, to abate hazards if the initial efforts are


unsuccessful. It is anticipated that wildlife hazards associated with mitigation sites can be effectively reduced using known control methods, without compromising the objectives for which the mitigation project was intended. However, it is conceivable that some habitat alterations such as adding or clearing vegetation or altering hydrologic regimes on a site may become necessary. Alteration of hydrology or vegetative habitat would only be used as a last resort if all other methods fail to abate wildlife hazards to a safe level.


APPENDICES


APPENDIX 1. Title 14 Code of Federal Regulations, Part 139.337 (1 page) Note: Certalerts, Advisory Circulars and regulations are frequently changed or updated, always verify that the version attached herein is the most current. Contact FAA or Wildlife Services (see directory in Chapter 9) or consult the FAA website at http://wildlife-mitigation.tc.faa.gov/public_html/index.html. for the latest version. § 139.337 Wildlife hazard management (a) In accordance with its Airport Certification Manual and the requirements of this section, each certificate holder shall take immediate action to alleviate wildlife hazards whenever they are detected. (b) In a manner authorized by the Administrator, each certificate holder shall ensure that a wildlife hazard assessment is conducted when any of the following events occurs on or near the airport: (1) An air carrier aircraft experiences multiple wildlife strikes; (2) An air carrier aircraft experiences substantial damage from striking wildlife. As used in this paragraph, substantial damage means

damage or structural failure incurred by an aircraft that adversely affects the structural strength, performance, or flight characteristics of the aircraft and that would normally require major repair or replacement of the affected component;

(3) An air carrier aircraft experiences an engine ingestion of wildlife; or (4) Wildlife of a size, or in numbers, capable of causing an event described in paragraphs (b)(1), (b)(2), or (b)(3) of this section is observed

to have access to any airport flight pattern or aircraft movement area. (c) The wildlife hazard assessment required in paragraph (b) of this section shall be conducted by a wildlife damage management biologist who has professional training and/or experience in wildlife hazard management at airports or an individual working under direct supervision of such an individual. The wildlife hazard assessment shall contain at least the following: (1) An analysis of the events or circumstances that prompted the assessment. (2) Identification of the wildlife species observed and their numbers, locations, local movements, and daily and seasonal occurrences. (3) Identification and location of features on and near the airport that attract wildlife. (4) A description of wildlife hazards to air carrier operations. (5) Recommended actions for reducing identified wildlife hazards to air carrier operations. (d) The wildlife hazard assessment required under paragraph (b) of this section shall be submitted to the Administrator for approval and determination of the need for a wildlife hazard management plan. In reaching this determination, the Administrator will consider— (1) The wildlife hazard assessment; (2) Actions recommended in the wildlife hazard assessment to reduce wildlife hazards; (3) The aeronautical activity at the airport, including the frequency and size of air carrier aircraft; (4) The views of the certificate holder; (5) The views of the airport users; and (6) Any other known factors relating to the wildlife hazard of which the Administrator is aware. (e) When the Administrator determines that a wildlife hazard management plan is needed, the certificate holder shall formulate and implement a plan using the wildlife hazard assessment as a basis. The plan shall— (1) Provide measures to alleviate or eliminate wildlife hazards to air carrier operations; (2) Be submitted to, and approved by, the Administrator prior to implementation; and (3) As authorized by the Administrator, become a part of the Airport Certification Manual. (f) The plan shall include at least the following: (1) A list of the individuals having authority and responsibility for implementing each aspect of the plan. (2) A list prioritizing the following actions identified in the wildlife hazard assessment and target dates for their initiation and completion:

(i) Wildlife population management; (ii) Habitat modification; and (iii) Land use changes.

(3) Requirements for and, where applicable, copies of local, State, and Federal wildlife control permits. (4) Identification of resources that the certificate holder will provide to implement the plan. (5) Procedures to be followed during air carrier operations that at a minimum includes—

(i) Designation of personnel responsible for implementing the procedures; (ii) Provisions to conduct physical inspections of the aircraft movement areas and other areas critical to successfully manage known

wildlife hazards before air carrier operations begin; (iii) Wildlife hazard control measures; and (iv) Ways to communicate effectively between personnel conducting wildlife control or observing wildlife hazards and the air traffic

control tower. (6) Procedures to review and evaluate the wildlife hazard management plan every 12 consecutive months or following an event described in

paragraphs (b)(1), (b)(2), and (b)(3) of this section, including: (i) The plan’s effectiveness in dealing with known wildlife hazards on and in the airport’s vicinity and (ii) Aspects of the wildlife hazards described in the wildlife hazard assessment that should be reevaluated.

(7) A training program conducted by a qualified wildlife damage management biologist to provide airport personnel with the knowledge and skills needed to successfully carry out the wildlife hazard management plan required by paragraph (d) of this section.

(g) FAA Advisory Circulars contain methods and procedures for wildlife hazard management at airports that are acceptable to the Administrator.

RNO Wildlife Hazard Management Date: 8/15/08

APPENDIX 2. FAA Certalert 97-09 - Wildlife Hazard Management Plan Outline (6 pages)

Note: Certalerts, Advisory Circulars and regulations are frequently changed or updated, always verify that the version attached herein is the most current. Contact FAA or Wildlife Services (see directory in Chapter 9) or consult the FAA website at http://wildlife-mitigation.tc.faa.gov/public_html/index.html for the latest version.

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1

C E R T A L E R T

ADVISORY * CAUTIONARY * NON-DIRECTIVE

FOR INFORMATION, CONTACT AIRPORT WILDLIFE SPECIALIST, AAS-317 (202) 267.3389

DATE: 17 November, 1997 No. 97-09

TO: AIRPORT CERTIFICATION SAFETY INSPECTORS

TOPIC: WILDLIFE HAZARD MANAGEMENT PLAN OUTLINE

An increasing number of questions are being received concerning the preparation and content ofa FAA approved airport wildlife hazard management plan. Title 14 Code of FederalRegulations, part 139.337, Wildlife Hazard Management, prescribes the specific issues that awildlife hazard management plan must address for FAA approval and inclusion in the ACM.

A wildlife hazard assessment, defined as an ecological study in part 139.337 (a), conducted by awildlife damage management biologist, provides the scientific basis for the development ,implementation, and refinement of a wildlife hazard management plan. Though parts of thewildlife hazard assessment may be incorporated directly in the wildlife hazard management plan,they are two separate documents. Part of the wildlife hazard management plan can be preparedby the biologist(s) who conducts the wildlife hazard assessment. However, some parts can beprepared only by the airport. For example, airport management assigns airport personnelresponsibilities, commits airport funds, and purchases equipment and supplies. Airportmanagement may request the wildlife biologist to review the finished plan.

The wildlife damage management biologist’s primary responsibilities are:• to provide information on the wildlife attractants that have been identified on or near

the airport,• to identify wildlife management techniques,• to prioritize appropriate mitigation measures,• to recommend necessary equipment and supplies, and• to identify training requirements for the airport personnel who will implement the

wildlife hazard management plan.

It is often helpful for the airport manager to appoint a Wildlife Hazard Management Group thathas responsibility for the airport’s wildlife management program. The biologist should assist theWildlife Hazard Management Group with periodic evaluations of the plan and makerecommendations for further refinements or modifications.

The following details the requirements of part 139.337 (e) and (f) and how those requirementsshould be addressed in a FAA approved wildlife hazard management plan.

FAR 139.337 REQUIREMENTSWILDLIFE HAZARD MANAGEMENT

PLAN CONTENTS

2

139.337(e). The (wildlife hazard management) plan shallinclude at least the following :

The wildlife hazard management plan must include, and/oridentify the responsibility of, and/or actions to be taken, –

139.337(e)(1). The persons who have authority andresponsibility for implementing the plan.

Specific responsibilities for various sections of the wildlifehazard management plan must be assigned or delegated tovarious airport departments such as:

Airport DirectorOperations Dept.Maintenance Dept.Security Dept.Planning Dept.Finance Dept.Wildlife CoordinatorWildlife Hazard Group

Local law enforcement authorities that provide wildlife lawenforcement and other support also have a role to play:

State Fish and GameU. S. Fish and Wildlife ServiceCity policeCounty Sheriff

139.337(e)(2). Priorities for needed habitat modificationand changes in land use identified in the ecological studywith target dates for completion.

Attractants (food, cover, and water) identified in wildlifehazard assessment, with priorities for mitigation andcompletion dates. Attractants can be grouped by areas andownership. (A list of completed habitat modification orother projects designed to reduce the wildlife/aircraft strikepotential can be included, and provides a history of workalready accomplished.)

Airport property:Aircraft Operations Area (AOA).Within 2 miles of aircraft movementareas.Within 5 miles of aircraft movementareas.Airport structures

Non-airport propertyWithin 2 miles of aircraft movementareas.Within 5 miles of aircraft movementareas.Structures


PLAN CONTENTS

3

Habitat/population management recommendations Management plans for specific areas, attractants, species,or situations, as identified in ecological study (wildlifehazard assessment). This section may include any or all ofthe following:Food/Prey-base Management

RodentsEarthwormsInsectsOther preyTrash and debris - handling, storage.Handouts

Species specific population managementi.e. deer, gulls, geese, coyotes

RepellingExclusionRemoval

Habitat ManagementVegetation Management

AOA vegetationDrainage ditch(s) vegetationLandscapingAgriculture

Water ManagementPermanent Water

WetlandsCanals/drainage ditchesDetention/retention pondsSewage (glycol) treatment pondsOther water areas

Ephemeral waterRunways, taxiways, & aprons.Other wet areas

Airport BuildingsAirfield structuresAbandoned structuresTerminal

Airport constructionResource Protection

ExclusionRepelling

ChemicalAuditoryVisual


PLAN CONTENTS

4

139.337(e)(3). Requirements for and, where applicable,copies of local, state and Federal wildlife control permits.

Wildlife can be protected at all levels of government – city,county, state, federal, or may not be protected at all,depending on location and species. Therefore the sectionshould address the specific species involved and their legalstatus.

Wildlife management permitting requirements andprocedures (spelled out)

Federal - 50 CFR parts 1 to 199.State - Fish and Game Code (or equivalent)City, county - ordinances

If pesticides are to be used, then the following are alsoneeded.Pesticide use regulations

Federal- [Federal Insecticide, Fungicide, andRodenticide Act, as amended (FIFRA)]State (varies by state)City/county (if applicable)

Pesticide use licensing requirementsState regulations

139.337(e)(4). Identification of resources to be provided bythe certificate holder for implementation of the plan.

Lists identifying what the airport will supply in terms of:PersonnelTimeEquipment, (i.e. radios, vehicle(s), guns, traps).Supplies (i.e. shellcrackers, mylar tape)Wildlife Patrol

PersonnelVehicle(s)EquipmentSupplies

PesticidesRestricted/non-restrictedApplication equipment

Sources of Supply139.337(e)(5). Procedures to be followed during air carriesoperations, including at least…

139.337(e)(5)(i). Assignment of personnelresponsibilities for implementing the procedures;

Who, when, what circumstancesWildlife PatrolWildlife CoordinatorOperations Dept.Maintenance Dept.Security Dept.Air Traffic Control

139.337(e)(5)(ii). Conduct of physical inspectionsof the movement areas and other areas critical towildlife hazard management sufficiently inadvance of air carrier operations to allow time forwildlife controls to be effective;

Who, when, how, what circumstances --Runway(s), taxiway(s), and ramp(s) sweeps,AOA monitoringUn-mitigated attractants


PLAN CONTENTS

5

139.337(e)(5(iii). Wildlife control measures; Who, what circumstances, when, how is the Wildlife Patrolcontacted.

Wildlife PatrolBird Control

repelcapturekill

Mammal controlrepelcapturekill

139.337(e)(5)(iv). Communication betweenwildlife control personnel and any air trafficcontrol tower in operation at the airport.

Communication proceduresTraining in communication procedures

Equipment neededRadios, mobile phones, etc.Lights

139.337(e)(6). Periodic evaluation and review of thewildlife hazard management plan for:

At a minimum the airport operator should hold annualmeetings, or after an event described in 139.337(a)(1 to 3),with representatives from all airport departments involvedin the airport’s wildlife hazard management efforts and thewildlife damage management biologist who did theoriginal ecological study (wildlife hazard assessment).

139.337(e)(6)(i). Effectiveness in dealing withthe wildlife hazard;

Input from all airport departments, ATC, wildlife biologist,as to effectiveness of plan. Good records are a must forevaluating the effectiveness of a program. Therefore needto know what records are kept, by whom, how, where, andwhen.

139.337(e)(6(ii). Indications that the existence ofthe wildlife hazard, as previously described in theecological study, should be reevaluated.

Wildlife seen on AOARequest for wildlife dispersal from Tower, pilots, or othersWildlife strike database and other records. Good recordsare a must.

139.337(e)(7). A training program to provide airportpersonnel with the knowledge and skills needed to carryout the wildlife hazard management plan required byparagraph (d) of this section.

Wildlife Patrol personnel trainingAll airport personnel - wildlife hazard awareness trainingPesticide use training and certification


PLAN CONTENTS

6

139.337(f). Notwithstanding the other requirements of thissection, each certificate holder shall take immediatemeasures to alleviate wildlife hazards whenever they aredetected.

Although not required as part of wildlife hazardmanagement plan, this information should be included tofulfill part 139 requirements.

Procedures and personnel responsibilities for notificationregarding new or immediate hazards by and to:

Wildlife PatrolOperations

NOTAM issuance/cancellation criteriaand procedures

MaintenanceSecurityAir Traffic ControlOthers

Rapid response procedures for new or immediate hazardsby:

Wildlife PatrolOperationsMaintenanceSecurityAir Traffic ControlOthers

139.337(g). FAA Advisory Circulars in the 150 seriescontain standards and procedures for wildlife hazardmanagement at airports which are acceptable to theAdministrator.

AC 150/5200--33 Hazardous Wildlife Attractants on orNear Airports.

OSBBenedict D. Castellano, Manager

Airport Safety and Compliance Branch


APPENDIX 3. Species list by guild. (4 pages)

Wildlife Hazard Assessment Species List by Reno/Tahoe International Airport 8-15-08 Guild Species Common name Scientific name Bird of Prey American Kestrel Falco sparverius Bald Eagle Haliaeetus leucocephalus Barn Owl Tyto alba Cooper's Hawk Accipiter cooperii Golden Eagle Aquila chrysaetos Northern Harrier Circus cyaneus Prairie Falcon Falco mexicanus Red-tailed Hawk Buteo jamaicensis Swainson's Hawk Buteo swainsoni Black Bird Brewer's Blackbird Euphagus cyanocephalus Brown-headed Cowbird Molothrus ater European Starling Sturnus vulgaris Red-winged Blackbird Agelaius phoeniceus Yellow-headed Blackbird Xanthocephalus xanthocephalus Columbiform Mourning Dove Zenaida macroura Rock Dove Columba livia Corvid American Crow Corvus brachyrhynchos Black-billed Magpie Pica pica Common Raven Corvus corax Fish Eater Belted Kingfisher Ceryle alcyon Galiform California Quail Callipepla californica Gull California Gull Larus californicus Herring Gull Larus argentatus Large mammal Mule Deer Odocoileus hemionus


Guild Species Common name Scientific name Scavenger Turkey Vulture Cathartes aura Shore Bird American Avocet Recurvirostra americana Black-crowned Night-Heron Nycticorax nycticorax Black-necked Stilt Himantopus mexicanus Common Snipe Gallinago gallinago Forster's Tern Sterna forsteri Great Blue Heron Ardea herodias Great Egret Ardea alba Greater Yellowlegs Tringa melanoleuca Killdeer Charadrius vociferus Least Sandpiper Calidris minutilla Lesser Yellowlegs Tringa flavipes Snowy Egret Egretta thula Spotted Sandpiper Actitis macularia White-faced Ibis Plegadis chihi Willet Catoptrophorus semipalmatus Wilson's Phalarope Phalaropus tricolor Small Mammal Beaver Castor canadensis Blacktail Jackrabbit Lepus californicus California Ground Squirrel Citellus beecheyi Coyote Canis latrans Desert Cottontail Sylvilagus auduboni Feral Cat Felis catus Least Chipmunk Eutamias minimus Muskrat Ondatra zibethica Raccoon Procyon lotor Striped Skunk Mephitis mephitis Yellowbelly Marmot Marmota flaviventris Songbird American Robin Turdus migratorius Dark-eyed Junco Junco hyemalis Horned Lark Eremophila alpestris House Finch Carpodacus mexicanus House Sparrow Passer domesticus Lesser Goldfinch Carduelis psaltria


Guild Species Common name Scientific name Northern Mockingbird Mimus polyglottos Western Bluebird Sialia mexicana Western Kingbird Tyrannus verticalis Western Meadowlark Sturnella neglecta Western Wood-Pewee Contopus sordidulus White-crowned Sparrow Zonotrichia leucophrys Swallow Barn Swallow Hirundo rustica Cliff Swallow Petrochelidon pyrrhonota Waterfowl American Coot Fulica americana American White Pelican Pelecanus erythrorhynchos American Wigeon Anas americana Barrow's Goldeneye Bucephala islandica Blue-winged Teal Anas discors Bufflehead Bucephala albeola Canada Goose Branta canadensis Canvasback Aythya valisineria Cinnamon Teal Anas cyanoptera Clark's Grebe Aechmophorus clarkii Common Loon Gavia immer Common Merganser Mergus merganser Domestic Goose Anser "domesticus" Double-crested Cormorant Phalacrocorax auritus Eared Grebe Podiceps nigricollis Eurasian Wigeon Anas penelope Gadwall Anas strepera Green-winged Teal Anas crecca Hooded Merganser Lophodytes cucullatus Lesser Scaup Aythya affinis Mallard Anas platyrhynchos Northern Pintail Anas acuta Northern Shoveler Anas clypeata Pied-billed Grebe Podilymbus podiceps Red-breasted Merganser Mergus serrator Redhead Aythya americana Ring-necked Duck Aythya collaris Ross's Goose Chen rossii Ruddy Duck Oxyura jamaicensis


Guild Species Common name Scientific name Snow Goose Chen caerulescens Unidentified Merganser Mergus/Lophodytes spp. Western Grebe Aechmophorus occidentalis Wood Pecker Northern Flicker Colaptes auratus

APPENDIX 4. RNO Airport Aerial Photo of off-site Survey Locations. (1 page)

OFF-SITE SURVEY LOCATIONS

1. UNR Farms 6. Brookside Golf Course (No longer operating) 2. Virginia Lake 7. Boynton Slough 3. Sparks Marina 8. Wooster High School 4. Rosewood Golf Course 9. Rewana Farms 5. Grand Sierra (Hilton) Pond 10. Truckee River



APPENDIX 5. FAA Form 5200-7: Wildlife Strike Incident Report (1 page). Note: FAA Form 5200-7 can be found and reported on-line at http://wildlife-mitigation.tc.faa.gov.




APPENDIX 6. Daily Wildlife Activity Report (1 page)

Daily Wildlife Activity Report

RNO Airport

DATE

TIME

LOCATION

SPECIES

CONTROL METHODS

USED1

# OF

PYROS FIRED

COMMENTS

NAME

1 Control Methods Used: Harassment, Vehicle, Lights, Sires, Pyrotechnics, etc.


APPENDIX 7. Memorandum of Understanding (MOU) between USDA-Wildlife Services and the FAA (4 pages) and Certalert 04-09: Relationship between FAA and Wildlife Services (3 pages) Note: Certalerts, Advisory Circulars and regulations are frequently changed or updated, always verify that the version attached herein is the most current. Contact FAA or Wildlife Services (see directory in Chapter 9) or consult the FAA website at http://wildlife-mitigation.tc.faa.gov/public_html/index.html for the latest version.


C E R T A L E R T

ADVISORY * CAUTIONARY * NON-DIRECTIVE FOR INFORMATION, CONTACT ED CLEARY, AAS-317 (202) 267-3389

DATE: August 30, 2004 No. 04-09

TO: Airport Certification Program Inspectors

TOPIC: Relationship Between FAA and WS

CANCELLATION Certalert 97-02, Relationship Between FAA And WS, Dated April 25, 1997, is cancelled. PURPOSE This Certalert clarifies the roles of, and relationship between the Federal Aviation Administration (FAA) and the United States Department of Agriculture/Animal and Plant Health Inspection Service/Wildlife Services (WS) with regards to wildlife hazards on or near airports. FEDERAL AVIATION ADMINISTRATION The FAA issues airport operating certificates for airports serving certain air carrier aircraft under Title 14, Code of Federal Regulations, Part 139. Section 139.337 requires certificated airports having a wildlife hazard problem to develop and implement a Wildlife Hazard Management Plan to manage and control wildlife, which present a risk to public safety, caused by aircraft collisions with wildlife. The FAA relies heavily on the assistance of WS to review and contribute to such plans. ANIMAL DAMAGE CONTROL The Animal Damage Control Act of March 2, 1931, (7 USC 426-426c, as amended), charges the Secretary of Agriculture with management of wildlife injurious to agricultural interests, other wildlife, or human health and safety. Further, the Secretary is authorized to cooperate with States, individuals, public and private agencies, organizations, and institutions in the control of nuisance mammals and birds, including wildlife hazards to aviation. Because of the experience, training, and background of its personnel, WS is recognized throughout the world as an expert in dealing with wildlife damage management issues. WS has an active presence in all U.S. states and territories. MEMORANDUM OF UNDERSTANDING A Memorandum of Understanding (MOU) between the FAA and WS (No. 12-4-71-0003-MOU) establishes a cooperative relationship between these agencies for resolving wildlife hazards to aviation.

1

AGENCY FUNDING Both agencies are funded by congressional appropriations. The majority of funding for the FAA comes from the Aviation Trust Fund with the remainder coming from the general funds of the U.S. Treasury. Any revenues generated by the FAA are returned to the U.S. Treasury. WS receives a limited amount of funds from the general fund of the U.S. Treasury that allows it to perform some services for the public good. However, WS’s funding is also based upon its ability to enter into contracts to provide services and receive reimbursement for the cost of the services. Legislation allows WS to collect this money and return it to the program rather than the general funds of the U.S. Treasury. Consequently, WS may enter into a cooperative service agreement with an airport operator for reimbursement of services to perform a wildlife hazard assessment on an airport. WILDLIFE HAZARD MANAGEMENT 14 CFR 139.337(b) requires the certificate holder conduct a wildlife hazard assessment, acceptable to the FAA Administrator, when any of the following events occur on or near the airport: (b) (1) An air carrier aircraft experiences multiple wildlife strikes: (b) (2) An air carrier aircraft experiences substantial damage from striking wildlife. As used in this paragraph, substantial damage means damage or structural failure incurred by an aircraft that adversely affects the structural strength, performance, or flight characteristics of the aircraft and that would normally require major repair or replacement of the affected component; (b) (3) An air carrier aircraft experiences an engine ingestion of wildlife; or (b) (4) Wildlife of a size, or in numbers, capable of causing an event described in paragraph (b)(1), (2), or (3) of this section is observed to have access to any airport flight pattern or aircraft movement area. The wildlife hazard assessment shall contain at least the following (14CFR 139.337(c)): (c) (l) An analysis of the events or circumstances that prompted the assessment. (c) (2) Identification of the wildlife species observed and their numbers, locations, local movements, and daily and seasonal occurrences. (c) (3) Identification and location of features on and near the airport that attract wildlife. (c) (4) A description of wildlife hazards to air carrier operations. (c) (5) Recommended actions for reducing identified wildlife hazards to air carrier operations. The certificate holder may look to WS or to private consultants to conduct the required wildlife hazard assessment. The FAA uses the wildlife hazard assessment in determining if a wildlife hazard management plan is needed for

2

3

the airport. Therefore, persons having the education, training, and experience necessary to adequately assess any wildlife hazards should conduct the assessment. Depending on the availability of resources, WS may conduct a preliminary hazard assessments at no charge to the certificate holder. The certificate holder should determine in advance if WS will charge to conduct the preliminary hazard assessment. More detailed assessments may require the certificate holder to enter into a cooperative service agreement with WS.

______________OSB_________________Benedict D. Castellano

August 30, 2004 Date

Manager, Airport Safety and Operations


APPENDIX 8. Advisory Circular No. 150/5200-33B: Hazardous Wildlife Attractants on or near Airports (22 pages) Note: Certalerts, Advisory Circulars and regulations are frequently changed or updated, always verify that the version attached herein is the most current. Contact FAA or Wildlife Services (see directory in Chapter 9) or consult the FAA website at http://wildlife-mitigation.tc.faa.gov/public_html/index.html for the latest version.


U.S. Department of Transportation

Federal Aviation Administration

Advisory Circular

Subject: HAZARDOUS WILDLIFE ATTRACTANTS ON OR NEAR AIRPORTS

Date: 8/28/2007

Initiated by: AAS-300

AC No: 150/5200-33B

Change:

1. PURPOSE. This Advisory Circular (AC) provides guidance on certain land uses that have the potential to attract hazardous wildlife on or near public-use airports. It also discusses airport development projects (including airport construction, expansion, and renovation) affecting aircraft movement near hazardous wildlife attractants. Appendix 1 provides definitions of terms used in this AC.

2. APPLICABILITY. The Federal Aviation Administration (FAA) recommends that public-use airport operators implement the standards and practices contained in this AC. The holders of Airport Operating Certificates issued under Title 14, Code of Federal Regulations (CFR), Part 139, Certification of Airports, Subpart D (Part 139), may use the standards, practices, and recommendations contained in this AC to comply with the wildlife hazard management requirements of Part 139. Airports that have received Federal grant-in-aid assistance must use these standards. The FAA also recommends the guidance in this AC for land-use planners, operators of non-certificated airports, and developers of projects, facilities, and activities on or near airports.

3. CANCELLATION. This AC cancels AC 150/5200-33A, Hazardous Wildlife Attractants on or near Airports, dated July 27, 2004.

4. PRINCIPAL CHANGES. This AC contains the following major changes, which are marked with vertical bars in the margin:

a. Technical changes to paragraph references.

b. Wording on storm water detention ponds.

c. Deleted paragraph 4-3.b, Additional Coordination.

5. BACKGROUND. Information about the risks posed to aircraft by certain wildlife species has increased a great deal in recent years. Improved reporting, studies, documentation, and statistics clearly show that aircraft collisions with birds and other wildlife are a serious economic and public safety problem. While many species of wildlife can pose a threat to aircraft safety, they are not equally hazardous. Table 1

8/28/2007 AC 150/5200-33B

ranks the wildlife groups commonly involved in damaging strikes in the United States according to their relative hazard to aircraft. The ranking is based on the 47,212 records in the FAA National Wildlife Strike Database for the years 1990 through 2003. These hazard rankings, in conjunction with site-specific Wildlife Hazards Assessments (WHA), will help airport operators determine the relative abundance and use patterns of wildlife species and help focus hazardous wildlife management efforts on those species most likely to cause problems at an airport.

Most public-use airports have large tracts of open, undeveloped land that provide added margins of safety and noise mitigation. These areas can also present potential hazards to aviation if they encourage wildlife to enter an airport's approach or departure airspace or air operations area (AOA). Constructed or natural areas—such as poorly drained locations, detention/retention ponds, roosting habitats on buildings, landscaping, odor-causing rotting organic matter (putrescible waste) disposal operations, wastewater treatment plants, agricultural or aquaculture activities, surface mining, or wetlands—can provide wildlife with ideal locations for feeding, loafing, reproduction, and escape. Even small facilities, such as fast food restaurants, taxicab staging areas, rental car facilities, aircraft viewing areas, and public parks, can produce substantial attractions for hazardous wildlife.

During the past century, wildlife-aircraft strikes have resulted in the loss of hundreds of lives worldwide, as well as billions of dollars in aircraft damage. Hazardous wildlife attractants on and near airports can jeopardize future airport expansion, making proper community land-use planning essential. This AC provides airport operators and those parties with whom they cooperate with the guidance they need to assess and address potentially hazardous wildlife attractants when locating new facilities and implementing certain land-use practices on or near public-use airports.

6. MEMORANDUM OF AGREEMENT BETWEEN FEDERAL RESOURCE AGENCIES. The FAA, the U.S. Air Force, the U.S. Army Corps of Engineers, the U.S. Environmental Protection Agency, the U.S. Fish and Wildlife Service, and the U.S. Department of Agriculture - Wildlife Services signed a Memorandum of Agreement (MOA) in July 2003 to acknowledge their respective missions in protecting aviation from wildlife hazards. Through the MOA, the agencies established procedures necessary to coordinate their missions to address more effectively existing and future environmental conditions contributing to collisions between wildlife and aircraft (wildlife strikes) throughout the United States. These efforts are intended to minimize wildlife risks to aviation and human safety while protecting the Nation’s valuable environmental resources.

DAVID L. BENNETT Director, Office of Airport Safety

and Standards

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Table 1. Ranking of 25 species groups as to relative hazard to aircraft (1=most hazardous) based on three criteria (damage, major damage, and effect-on-flight), a composite ranking based on all three rankings, and a relative hazard score. Data were derived from the FAA National Wildlife Strike Database, January 1990–April 2003.1

Ranking by criteria

Species group Damage4Major

damage5 Effect on flight6Composite ranking2

Relative hazard score3

Deer 1 1 1 1 100 Vultures 2 2 2 2 64 Geese 3 3 6 3 55 Cormorants/pelicans 4 5 3 4 54 Cranes 7 6 4 5 47 Eagles 6 9 7 6 41 Ducks 5 8 10 7 39 Osprey 8 4 8 8 39 Turkey/pheasants 9 7 11 9 33 Herons 11 14 9 10 27 Hawks (buteos) 10 12 12 11 25 Gulls 12 11 13 12 24 Rock pigeon 13 10 14 13 23 Owls 14 13 20 14 23 H. lark/s. bunting 18 15 15 15 17 Crows/ravens 15 16 16 16 16 Coyote 16 19 5 17 14 Mourning dove 17 17 17 18 14 Shorebirds 19 21 18 19 10 Blackbirds/starling 20 22 19 20 10 American kestrel 21 18 21 21 9 Meadowlarks 22 20 22 22 7 Swallows 24 23 24 23 4 Sparrows 25 24 23 24 4 Nighthawks 23 25 25 25 1

1 Excerpted from the Special Report for the FAA, “Ranking the Hazard Level of Wildlife Species to Civil Aviation in the USA: Update #1, July 2, 2003”. Refer to this report for additional explanations of criteria and method of ranking. 2 Relative rank of each species group was compared with every other group for the three variables, placing the species group with the greatest hazard rank for > 2 of the 3 variables above the next highest ranked group, then proceeding down the list. 3 Percentage values, from Tables 3 and 4 in Footnote 1 of the Special Report, for the three criteria were summed and scaled down from 100, with 100 as the score for the species group with the maximum summed values and the greatest potential hazard to aircraft. 4 Aircraft incurred at least some damage (destroyed, substantial, minor, or unknown) from strike. 5 Aircraft incurred damage or structural failure, which adversely affected the structure strength, performance, or flight characteristics, and which would normally require major repair or replacement of the affected component, or the damage sustained makes it inadvisable to restore aircraft to airworthy condition. 6 Aborted takeoff, engine shutdown, precautionary landing, or other. iii

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Table of Contents

SECTION 1. GENERAL SEPARATION CRITERIA FOR HAZARDOUS WILDLIFE ATTRACTANTS ON OR NEAR AIRPORTS. ........................................................................................................................... 1

1-1. INTRODUCTION................................................................................................................. 1

1-2. AIRPORTS SERVING PISTON-POWERED AIRCRAFT................................................... 1

1-3. AIRPORTS SERVING TURBINE-POWERED AIRCRAFT................................................. 1

1-4. PROTECTION OF APPROACH, DEPARTURE, AND CIRCLING AIRSPACE.................. 1

SECTION 2. LAND-USE PRACTICES ON OR NEAR AIRPORTS THAT POTENTIALLY ATTRACT HAZARDOUS WILDLIFE.............................................................................................................................. 3

2-1. GENERAL........................................................................................................................... 3

2-2. WASTE DISPOSAL OPERATIONS.................................................................................... 3

2-3. WATER MANAGEMENT FACILITIES................................................................................ 5

2-4. WETLANDS ........................................................................................................................ 8

2-5. DREDGE SPOIL CONTAINMENT AREAS ........................................................................ 9

2-6. AGRICULTURAL ACTIVITIES............................................................................................ 9

2-7. GOLF COURSES, LANDSCAPING AND OTHER LAND-USE CONSIDERATIONS ...... 10

2-8. SYNERGISTIC EFFECTS OF SURROUNDING LAND USES ........................................ 11

SECTION 3. PROCEDURES FOR WILDLIFE HAZARD MANAGEMENT BY OPERATORS OF PUBLIC-USE AIRPORTS ........................................................................................................................... 13

3.1. INTRODUCTION............................................................................................................... 13

3.2. COORDINATION WITH USDA WILDLIFE SERVICES OR OTHER QUALIFIED WILDLIFE DAMAGE MANAGEMENT BIOLOGISTS....................................................... 13

3-3. WILDLIFE HAZARD MANAGEMENT AT AIRPORTS: A MANUAL FOR AIRPORT PERSONNEL.................................................................................................................... 13

3-4. WILDLIFE HAZARD ASSESSMENTS, TITLE 14, CODE OF FEDERAL REGULATIONS, PART 139.............................................................................................. 13

3-5. WILDLIFE HAZARD MANAGEMENT PLAN (WHMP) ..................................................... 14

3-6. LOCAL COORDINATION ................................................................................................. 14

3-7. COORDINATION/NOTIFICATION OF AIRMEN OF WILDLIFE HAZARDS .................... 14

SECTION 4. FAA NOTIFICATION AND REVIEW OF PROPOSED LAND-USE PRACTICE CHANGES IN THE VICINITY OF PUBLIC-USE AIRPORTS..................................................................... 15

4-1. FAA REVIEW OF PROPOSED LAND-USE PRACTICE CHANGES IN THE VICINITY OF PUBLIC-USE AIRPORTS........................................................................................... 15

4-2. WASTE MANAGEMENT FACILITIES .............................................................................. 15

4-3. OTHER LAND-USE PRACTICE CHANGES .................................................................... 16

APPENDIX 1. DEFINITIONS OF TERMS USED IN THIS ADVISORY CIRCULAR .................................. 19

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SECTION 1.

GENERAL SEPARATION CRITERIA FOR HAZARDOUS WILDLIFE ATTRACTANTS ON OR NEAR AIRPORTS.

1-1. INTRODUCTION. When considering proposed land uses, airport operators, local planners, and developers must take into account whether the proposed land uses, including new development projects, will increase wildlife hazards. Land-use practices that attract or sustain hazardous wildlife populations on or near airports can significantly increase the potential for wildlife strikes.

The FAA recommends the minimum separation criteria outlined below for land-use practices that attract hazardous wildlife to the vicinity of airports. Please note that FAA criteria include land uses that cause movement of hazardous wildlife onto, into, or across the airport’s approach or departure airspace or air operations area (AOA). (See the discussion of the synergistic effects of surrounding land uses in Section 2-8 of this AC.)

The basis for the separation criteria contained in this section can be found in existing FAA regulations. The separation distances are based on (1) flight patterns of piston-powered aircraft and turbine-powered aircraft, (2) the altitude at which most strikes happen (78 percent occur under 1,000 feet and 90 percent occur under 3,000 feet above ground level), and (3) National Transportation Safety Board (NTSB) recommendations.

1-2. AIRPORTS SERVING PISTON-POWERED AIRCRAFT. Airports that do not sell Jet-A fuel normally serve piston-powered aircraft. Notwithstanding more stringent requirements for specific land uses, the FAA recommends a separation distance of 5,000 feet at these airports for any of the hazardous wildlife attractants mentioned in Section 2 or for new airport development projects meant to accommodate aircraft movement. This distance is to be maintained between an airport’s AOA and the hazardous wildlife attractant. Figure 1 depicts this separation distance measured from the nearest aircraft operations areas.

1-3. AIRPORTS SERVING TURBINE-POWERED AIRCRAFT. Airports selling Jet-A fuel normally serve turbine-powered aircraft. Notwithstanding more stringent requirements for specific land uses, the FAA recommends a separation distance of 10,000 feet at these airports for any of the hazardous wildlife attractants mentioned in Section 2 or for new airport development projects meant to accommodate aircraft movement. This distance is to be maintained between an airport’s AOA and the hazardous wildlife attractant. Figure 1 depicts this separation distance from the nearest aircraft movement areas.

1-4. PROTECTION OF APPROACH, DEPARTURE, AND CIRCLING AIRSPACE. For all airports, the FAA recommends a distance of 5 statute miles between the farthest edge of the airport’s AOA and the hazardous wildlife attractant if the attractant could cause hazardous wildlife movement into or across the approach or departure airspace.

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8/28/2007 AC 150/5200-33B

Figure 1. Separation distances within which hazardous wildlife attractants should be avoided, eliminated, or mitigated.

PERIMETER A

PERIMETER B

Runway

Parking ApronArea

y

Runwa

TaxiwayTaxiway

PERIMETER C

PERIMETER A: For airports serving piston-powered aircraft, hazardous wildlife attractants must be 5,000 feet from the nearest air operations area.

PERIMETER B: For airports serving turbine-powered aircraft, hazardous wildlife attractants must be 10,000 feet from the nearest air operations area.

PERIMETER C: 5-mile range to protect approach, departure and circling airspace.

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8/28/2007 AC 150/5200-33B

SECTION 2.

LAND-USE PRACTICES ON OR NEAR AIRPORTS THAT POTENTIALLY ATTRACT HAZARDOUS WILDLIFE.

2-1. GENERAL. The wildlife species and the size of the populations attracted to the airport environment vary considerably, depending on several factors, including land-use practices on or near the airport. This section discusses land-use practices having the potential to attract hazardous wildlife and threaten aviation safety. In addition to the specific considerations outlined below, airport operators should refer to Wildlife Hazard Management at Airports, prepared by FAA and U.S. Department of Agriculture (USDA) staff. (This manual is available in English, Spanish, and French. It can be viewed and downloaded free of charge from the FAA’s wildlife hazard mitigation web site: http://wildlife-mitigation.tc.FAA.gov.). And, Prevention and Control of Wildlife Damage, compiled by the University of Nebraska Cooperative Extension Division. (This manual is available online in a periodically updated version at: ianrwww.unl.edu/wildlife/solutions/handbook/.)

2-2. WASTE DISPOSAL OPERATIONS. Municipal solid waste landfills (MSWLF) are known to attract large numbers of hazardous wildlife, particularly birds. Because of this, these operations, when located within the separations identified in the siting criteria in Sections 1-2 through 1-4, are considered incompatible with safe airport operations.

a. Siting for new municipal solid waste landfills subject to AIR 21. Section 503 of the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (Public Law 106-181) (AIR 21) prohibits the construction or establishment of a new MSWLF within 6 statute miles of certain public-use airports. Before these prohibitions apply, both the airport and the landfill must meet the very specific conditions described below. These restrictions do not apply to airports or landfills located within the state of Alaska.

The airport must (1) have received a Federal grant(s) under 49 U.S.C. § 47101, et. seq.; (2) be under control of a public agency; (3) serve some scheduled air carrier operations conducted in aircraft with less than 60 seats; and (4) have total annual enplanements consisting of at least 51 percent of scheduled air carrier enplanements conducted in aircraft with less than 60 passenger seats.

The proposed MSWLF must (1) be within 6 miles of the airport, as measured from airport property line to MSWLF property line, and (2) have started construction or establishment on or after April 5, 2001. Public Law 106-181 only limits the construction or establishment of some new MSWLF. It does not limit the expansion, either vertical or horizontal, of existing landfills.

NOTE: Consult the most recent version of AC 150/5200-34, Construction or Establishment of Landfills Near Public Airports, for a more detailed discussion of these restrictions.

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8/28/2007 AC 150/5200-33B

b. Siting for new MSWLF not subject to AIR 21. If an airport and MSWLF do not meet the restrictions of Public Law 106-181, the FAA recommends against locating MSWLF within the separation distances identified in Sections 1-2 through 1-4. The separation distances should be measured from the closest point of the airport’s AOA to the closest planned MSWLF cell.

c. Considerations for existing waste disposal facilities within the limits of separation criteria. The FAA recommends against airport development projects that would increase the number of aircraft operations or accommodate larger or faster aircraft near MSWLF operations located within the separations identified in Sections 1-2 through 1-4. In addition, in accordance with 40 CFR 258.10, owners or operators of existing MSWLF units that are located within the separations listed in Sections 1-2 through 1-4 must demonstrate that the unit is designed and operated so it does not pose a bird hazard to aircraft. (See Section 4-2(b) of this AC for a discussion of this demonstration requirement.)

d. Enclosed trash transfer stations. Enclosed waste-handling facilities that receive garbage behind closed doors; process it via compaction, incineration, or similar manner; and remove all residue by enclosed vehicles generally are compatible with safe airport operations, provided they are not located on airport property or within the Runway Protection Zone (RPZ). These facilities should not handle or store putrescible waste outside or in a partially enclosed structure accessible to hazardous wildlife. Trash transfer facilities that are open on one or more sides; that store uncovered quantities of municipal solid waste outside, even if only for a short time; that use semi-trailers that leak or have trash clinging to the outside; or that do not control odors by ventilation and filtration systems (odor masking is not acceptable) do not meet the FAA’s definition of fully enclosed trash transfer stations. The FAA considers these facilities incompatible with safe airport operations if they are located closer than the separation distances specified in Sections 1-2 through 1-4.

e. Composting operations on or near airport property. Composting operations that accept only yard waste (e.g., leaves, lawn clippings, or branches) generally do not attract hazardous wildlife. Sewage sludge, woodchips, and similar material are not municipal solid wastes and may be used as compost bulking agents. The compost, however, must never include food or other municipal solid waste. Composting operations should not be located on airport property. Off-airport property composting operations should be located no closer than the greater of the following distances: 1,200 feet from any AOA or the distance called for by airport design requirements (see AC 150/5300-13, Airport Design). This spacing should prevent material, personnel, or equipment from penetrating any Object Free Area (OFA), Obstacle Free Zone (OFZ), Threshold Siting Surface (TSS), or Clearway. Airport operators should monitor composting operations located in proximity to the airport to ensure that steam or thermal rise does not adversely affect air traffic. On-airport disposal of compost by-products should not be conducted for the reasons stated in 2-3f.

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f. Underwater waste discharges. The FAA recommends against the underwater discharge of any food waste (e.g., fish processing offal) within the separations identified in Sections 1-2 through 1-4 because it could attract scavenging hazardous wildlife.

g. Recycling centers. Recycling centers that accept previously sorted non-food items, such as glass, newspaper, cardboard, or aluminum, are, in most cases, not attractive to hazardous wildlife and are acceptable.

h. Construction and demolition (C&D) debris facilities. C&D landfills do not generally attract hazardous wildlife and are acceptable if maintained in an orderly manner, admit no putrescible waste, and are not co-located with other waste disposal operations. However, C&D landfills have similar visual and operational characteristics to putrescible waste disposal sites. When co-located with putrescible waste disposal operations, C&D landfills are more likely to attract hazardous wildlife because of the similarities between these disposal facilities. Therefore, a C&D landfill co-located with another waste disposal operation should be located outside of the separations identified in Sections 1-2 through 1-4.

i. Fly ash disposal. The incinerated residue from resource recovery power/heat-generating facilities that are fired by municipal solid waste, coal, or wood is generally not a wildlife attractant because it no longer contains putrescible matter. Landfills accepting only fly ash are generally not considered to be wildlife attractants and are acceptable as long as they are maintained in an orderly manner, admit no putrescible waste of any kind, and are not co-located with other disposal operations that attract hazardous wildlife.

Since varying degrees of waste consumption are associated with general incineration (not resource recovery power/heat-generating facilities), the FAA considers the ash from general incinerators a regular waste disposal by-product and, therefore, a hazardous wildlife attractant if disposed of within the separation criteria outlined in Sections 1-2 through 1-4.

2-3. WATER MANAGEMENT FACILITIES. Drinking water intake and treatment facilities, storm water and wastewater treatment facilities, associated retention and settling ponds, ponds built for recreational use, and ponds that result from mining activities often attract large numbers of potentially hazardous wildlife. To prevent wildlife hazards, land-use developers and airport operators may need to develop management plans, in compliance with local and state regulations, to support the operation of storm water management facilities on or near all public-use airports to ensure a safe airport environment.

a. Existing storm water management facilities. On-airport storm water management facilities allow the quick removal of surface water, including discharges related to aircraft deicing, from impervious surfaces, such as pavement and terminal/hangar building roofs. Existing on-airport detention ponds collect storm water, protect water quality, and control runoff. Because they slowly release water

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after storms, they create standing bodies of water that can attract hazardous wildlife. Where the airport has developed a Wildlife Hazard Management Plan (WHMP) in accordance with Part 139, the FAA requires immediate correction of any wildlife hazards arising from existing storm water facilities located on or near airports, using appropriate wildlife hazard mitigation techniques. Airport operators should develop measures to minimize hazardous wildlife attraction in consultation with a wildlife damage management biologist.

Where possible, airport operators should modify storm water detention ponds to allow a maximum 48-hour detention period for the design storm. The FAA recommends that airport operators avoid or remove retention ponds and detention ponds featuring dead storage to eliminate standing water. Detention basins should remain totally dry between rainfalls. Where constant flow of water is anticipated through the basin, or where any portion of the basin bottom may remain wet, the detention facility should include a concrete or paved pad and/or ditch/swale in the bottom to prevent vegetation that may provide nesting habitat.

When it is not possible to drain a large detention pond completely, airport operators may use physical barriers, such as bird balls, wires grids, pillows, or netting, to deter birds and other hazardous wildlife. When physical barriers are used, airport operators must evaluate their use and ensure they will not adversely affect water rescue. Before installing any physical barriers over detention ponds on Part 139 airports, airport operators must get approval from the appropriate FAA Regional Airports Division Office.

The FAA recommends that airport operators encourage off-airport storm water treatment facility operators to incorporate appropriate wildlife hazard mitigation techniques into storm water treatment facility operating practices when their facility is located within the separation criteria specified in Sections 1-2 through 1-4.

b. New storm water management facilities. The FAA strongly recommends that off-airport storm water management systems located within the separations identified in Sections 1-2 through 1-4 be designed and operated so as not to create above-ground standing water. Stormwater detention ponds should be designed, engineered, constructed, and maintained for a maximum 48–hour detention period after the design storm and remain completely dry between storms. To facilitate the control of hazardous wildlife, the FAA recommends the use of steep-sided, rip-rap lined, narrow, linearly shaped water detention basins. When it is not possible to place these ponds away from an airport’s AOA, airport operators should use physical barriers, such as bird balls, wires grids, pillows, or netting, to prevent access of hazardous wildlife to open water and minimize aircraft-wildlife interactions. When physical barriers are used, airport operators must evaluate their use and ensure they will not adversely affect water rescue. Before installing any physical barriers over detention ponds on Part 139 airports, airport operators must get approval from the appropriate FAA Regional Airports Division Office. All vegetation in or around detention basins that provide food or cover for hazardous wildlife should be eliminated. If soil conditions and other requirements allow, the FAA encourages

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the use of underground storm water infiltration systems, such as French drains or buried rock fields, because they are less attractive to wildlife.

c. Existing wastewater treatment facilities. The FAA strongly recommends that airport operators immediately correct any wildlife hazards arising from existing wastewater treatment facilities located on or near the airport. Where required, a WHMP developed in accordance with Part 139 will outline appropriate wildlife hazard mitigation techniques. Accordingly, airport operators should encourage wastewater treatment facility operators to incorporate measures, developed in consultation with a wildlife damage management biologist, to minimize hazardous wildlife attractants. Airport operators should also encourage those wastewater treatment facility operators to incorporate these mitigation techniques into their standard operating practices. In addition, airport operators should consider the existence of wastewater treatment facilities when evaluating proposed sites for new airport development projects and avoid such sites when practicable.

d. New wastewater treatment facilities. The FAA strongly recommends against the construction of new wastewater treatment facilities or associated settling ponds within the separations identified in Sections 1-2 through 1-4. Appendix 1 defines wastewater treatment facility as “any devices and/or systems used to store, treat, recycle, or reclaim municipal sewage or liquid industrial wastes.” The definition includes any pretreatment involving the reduction of the amount of pollutants or the elimination of pollutants prior to introducing such pollutants into a publicly owned treatment works (wastewater treatment facility). During the site-location analysis for wastewater treatment facilities, developers should consider the potential to attract hazardous wildlife if an airport is in the vicinity of the proposed site, and airport operators should voice their opposition to such facilities if they are in proximity to the airport.

e. Artificial marshes. In warmer climates, wastewater treatment facilities sometimes employ artificial marshes and use submergent and emergent aquatic vegetation as natural filters. These artificial marshes may be used by some species of flocking birds, such as blackbirds and waterfowl, for breeding or roosting activities. The FAA strongly recommends against establishing artificial marshes within the separations identified in Sections 1-2 through 1-4.

f. Wastewater discharge and sludge disposal. The FAA recommends against the discharge of wastewater or sludge on airport property because it may improve soil moisture and quality on unpaved areas and lead to improved turf growth that can be an attractive food source for many species of animals. Also, the turf requires more frequent mowing, which in turn may mutilate or flush insects or small animals and produce straw, both of which can attract hazardous wildlife. In addition, the improved turf may attract grazing wildlife, such as deer and geese. Problems may also occur when discharges saturate unpaved airport areas. The resultant soft, muddy conditions can severely restrict or prevent emergency vehicles from reaching accident sites in a timely manner.

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2-4. WETLANDS. Wetlands provide a variety of functions and can be regulated by local, state, and Federal laws. Normally, wetlands are attractive to many types of wildlife, including many which rank high on the list of hazardous wildlife species (Table 1).

NOTE: If questions exist as to whether an area qualifies as a wetland, contact the local division of the U.S. Army Corps of Engineers, the Natural Resources Conservation Service, or a wetland consultant qualified to delineate wetlands.

a. Existing wetlands on or near airport property. If wetlands are located on or near airport property, airport operators should be alert to any wildlife use or habitat changes in these areas that could affect safe aircraft operations. At public-use airports, the FAA recommends immediately correcting, in cooperation with local, state, and Federal regulatory agencies, any wildlife hazards arising from existing wetlands located on or near airports. Where required, a WHMP will outline appropriate wildlife hazard mitigation techniques. Accordingly, airport operators should develop measures to minimize hazardous wildlife attraction in consultation with a wildlife damage management biologist.

b. New airport development. Whenever possible, the FAA recommends locating new airports using the separations from wetlands identified in Sections 1-2 through 1-4. Where alternative sites are not practicable, or when airport operators are expanding an existing airport into or near wetlands, a wildlife damage management biologist, in consultation with the U.S. Fish and Wildlife Service, the U.S. Army Corps of Engineers, and the state wildlife management agency should evaluate the wildlife hazards and prepare a WHMP that indicates methods of minimizing the hazards.

c. Mitigation for wetland impacts from airport projects. Wetland mitigation may be necessary when unavoidable wetland disturbances result from new airport development projects or projects required to correct wildlife hazards from wetlands. Wetland mitigation must be designed so it does not create a wildlife hazard. The FAA recommends that wetland mitigation projects that may attract hazardous wildlife be sited outside of the separations identified in Sections 1-2 through 1-4.

(1) Onsite mitigation of wetland functions. The FAA may consider exceptions to locating mitigation activities outside the separations identified in Sections 1-2 through 1-4 if the affected wetlands provide unique ecological functions, such as critical habitat for threatened or endangered species or ground water recharge, which cannot be replicated when moved to a different location. Using existing airport property is sometimes the only feasible way to achieve the mitigation ratios mandated in regulatory orders and/or settlement agreements with the resource agencies. Conservation easements are an additional means of providing mitigation for project impacts. Typically the airport operator continues to own the property, and an easement is created stipulating that the property will be maintained as habitat for state or Federally listed species.

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Mitigation must not inhibit the airport operator’s ability to effectively control hazardous wildlife on or near the mitigation site or effectively maintain other aspects of safe airport operations. Enhancing such mitigation areas to attract hazardous wildlife must be avoided. The FAA will review any onsite mitigation proposals to determine compatibility with safe airport operations. A wildlife damage management biologist should evaluate any wetland mitigation projects that are needed to protect unique wetland functions and that must be located in the separation criteria in Sections 1-2 through 1-4 before the mitigation is implemented. A WHMP should be developed to reduce the wildlife hazards.

(2) Offsite mitigation of wetland functions. The FAA recommends that wetland mitigation projects that may attract hazardous wildlife be sited outside of the separations identified in Sections 1-2 through 1-4 unless they provide unique functions that must remain onsite (see 2-4c(1)). Agencies that regulate impacts to or around wetlands recognize that it may be necessary to split wetland functions in mitigation schemes. Therefore, regulatory agencies may, under certain circumstances, allow portions of mitigation to take place in different locations.

(3) Mitigation banking. Wetland mitigation banking is the creation or restoration of wetlands in order to provide mitigation credits that can be used to offset permitted wetland losses. Mitigation banking benefits wetland resources by providing advance replacement for permitted wetland losses; consolidating small projects into larger, better-designed and managed units; and encouraging integration of wetland mitigation projects with watershed planning. This last benefit is most helpful for airport projects, as wetland impacts mitigated outside of the separations identified in Sections 1-2 through 1-4 can still be located within the same watershed. Wetland mitigation banks meeting the separation criteria offer an ecologically sound approach to mitigation in these situations. Airport operators should work with local watershed management agencies or organizations to develop mitigation banking for wetland impacts on airport property.

2-5. DREDGE SPOIL CONTAINMENT AREAS. The FAA recommends against locating dredge spoil containment areas (also known as Confined Disposal Facilities) within the separations identified in Sections 1-2 through 1-4 if the containment area or the spoils contain material that would attract hazardous wildlife.

2-6. AGRICULTURAL ACTIVITIES. Because most, if not all, agricultural crops can attract hazardous wildlife during some phase of production, the FAA recommends against the used of airport property for agricultural production, including hay crops, within the separations identified in Sections 1-2 through 1-4. . If the airport has no financial alternative to agricultural crops to produce income necessary to maintain the viability of the airport, then the airport shall follow the crop distance guidelines listed in the table titled "Minimum Distances between Certain Airport Features and Any On-Airport Agricultural Crops" found in AC 150/5300-13, Airport Design, Appendix 17. The cost of wildlife control and potential accidents should be weighed against the income produced by the on-airport crops when deciding whether to allow crops on the airport.

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a. Livestock production. Confined livestock operations (i.e., feedlots, dairy operations, hog or chicken production facilities, or egg laying operations) often attract flocking birds, such as starlings, that pose a hazard to aviation. Therefore, The FAA recommends against such facilities within the separations identified in Sections 1-2 through 1-4. Any livestock operation within these separations should have a program developed to reduce the attractiveness of the site to species that are hazardous to aviation safety. Free-ranging livestock must not be grazed on airport property because the animals may wander onto the AOA. Furthermore, livestock feed, water, and manure may attract birds.

b. Aquaculture. Aquaculture activities (i.e. catfish or trout production) conducted outside of fully enclosed buildings are inherently attractive to a wide variety of birds. Existing aquaculture facilities/activities within the separations listed in Sections 1-2 through 1-4 must have a program developed to reduce the attractiveness of the sites to species that are hazardous to aviation safety. Airport operators should also oppose the establishment of new aquaculture facilities/activities within the separations listed in Sections 1-2 through 1-4.

c. Alternative uses of agricultural land. Some airports are surrounded by vast areas of farmed land within the distances specified in Sections 1-2 through 1-4. Seasonal uses of agricultural land for activities such as hunting can create a hazardous wildlife situation. In some areas, farmers will rent their land for hunting purposes. Rice farmers, for example, flood their land during waterfowl hunting season and obtain additional revenue by renting out duck blinds. The duck hunters then use decoys and call in hundreds, if not thousands, of birds, creating a tremendous threat to aircraft safety. A wildlife damage management biologist should review, in coordination with local farmers and producers, these types of seasonal land uses and incorporate them into the WHMP.

2-7. GOLF COURSES, LANDSCAPING AND OTHER LAND-USE CONSIDERATIONS. a. Golf courses. The large grassy areas and open water found on most golf courses

are attractive to hazardous wildlife, particularly Canada geese and some species of gulls. These species can pose a threat to aviation safety. The FAA recommends against construction of new golf courses within the separations identified in Sections 1-2 through 1-4. Existing golf courses located within these separations must develop a program to reduce the attractiveness of the sites to species that are hazardous to aviation safety. Airport operators should ensure these golf courses are monitored on a continuing basis for the presence of hazardous wildlife. If hazardous wildlife is detected, corrective actions should be immediately implemented.

b. Landscaping and landscape maintenance. Depending on its geographic location, landscaping can attract hazardous wildlife. The FAA recommends that airport operators approach landscaping with caution and confine it to airport areas not associated with aircraft movements. A wildlife damage management biologist should review all landscaping plans. Airport operators should also monitor all landscaped areas on a continuing basis for the presence of hazardous wildlife. If

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hazardous wildlife is detected, corrective actions should be immediately implemented.

Turf grass areas can be highly attractive to a variety of hazardous wildlife species. Research conducted by the USDA Wildlife Services’ National Wildlife Research Center has shown that no one grass management regime will deter all species of hazardous wildlife in all situations. In cooperation with wildlife damage management biologist, airport operators should develop airport turf grass management plans on a prescription basis, depending on the airport’s geographic locations and the type of hazardous wildlife likely to frequent the airport

Airport operators should ensure that plant varieties attractive to hazardous wildlife are not used on the airport. Disturbed areas or areas in need of re-vegetating should not be planted with seed mixtures containing millet or any other large-seed producing grass. For airport property already planted with seed mixtures containing millet, rye grass, or other large-seed producing grasses, the FAA recommends disking, plowing, or another suitable agricultural practice to prevent plant maturation and seed head production. Plantings should follow the specific recommendations for grass management and seed and plant selection made by the State University Cooperative Extension Service, the local office of Wildlife Services, or a qualified wildlife damage management biologist. Airport operators should also consider developing and implementing a preferred/prohibited plant species list, reviewed by a wildlife damage management biologist, which has been designed for the geographic location to reduce the attractiveness to hazardous wildlife for landscaping airport property.

c. Airports surrounded by wildlife habitat. The FAA recommends that operators of airports surrounded by woodlands, water, or wetlands refer to Section 2.4 of this AC. Operators of such airports should provide for a Wildlife Hazard Assessment (WHA) conducted by a wildlife damage management biologist. This WHA is the first step in preparing a WHMP, where required.

d. Other hazardous wildlife attractants. Other specific land uses or activities (e.g., sport or commercial fishing, shellfish harvesting, etc.), perhaps unique to certain regions of the country, have the potential to attract hazardous wildlife. Regardless of the source of the attraction, when hazardous wildlife is noted on a public-use airport, airport operators must take prompt remedial action(s) to protect aviation safety.

2-8. SYNERGISTIC EFFECTS OF SURROUNDING LAND USES. There may be circumstances where two (or more) different land uses that would not, by themselves, be considered hazardous wildlife attractants or that are located outside of the separations identified in Sections 1-2 through 1-4 that are in such an alignment with the airport as to create a wildlife corridor directly through the airport and/or surrounding airspace. An example of this situation may involve a lake located outside of the separation criteria on the east side of an airport and a large hayfield on the west side of an airport, land uses that together could create a flyway for Canada geese directly across the airspace of the airport. There are numerous examples of such situations;

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therefore, airport operators and the wildlife damage management biologist must consider the entire surrounding landscape and community when developing the WHMP.

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SECTION 3.

PROCEDURES FOR WILDLIFE HAZARD MANAGEMENT BY OPERATORS OF PUBLIC-USE AIRPORTS.

3.1. INTRODUCTION. In recognition of the increased risk of serious aircraft damage or the loss of human life that can result from a wildlife strike, the FAA may require the development of a Wildlife Hazard Management Plan (WHMP) when specific triggering events occur on or near the airport. Part 139.337 discusses the specific events that trigger a Wildlife Hazard Assessment (WHA) and the specific issues that a WHMP must address for FAA approval and inclusion in an Airport Certification Manual.

3.2. COORDINATION WITH USDA WILDLIFE SERVICES OR OTHER QUALIFIED WILDLIFE DAMAGE MANAGEMENT BIOLOGISTS. The FAA will use the Wildlife Hazard Assessment (WHA) conducted in accordance with Part 139 to determine if the airport needs a WHMP. Therefore, persons having the education, training, and expertise necessary to assess wildlife hazards must conduct the WHA. The airport operator may look to Wildlife Services or to qualified private consultants to conduct the WHA. When the services of a wildlife damage management biologist are required, the FAA recommends that land-use developers or airport operators contact a consultant specializing in wildlife damage management or the appropriate state director of Wildlife Services.

NOTE: Telephone numbers for the respective USDA Wildlife Services state offices can be obtained by contacting USDA Wildlife Services Operational Support Staff, 4700 River Road, Unit 87, Riverdale, MD, 20737-1234, Telephone (301) 734-7921, Fax (301) 734-5157 (http://www.aphis.usda.gov/ws/).

3-3. WILDLIFE HAZARD MANAGEMENT AT AIRPORTS: A MANUAL FOR AIRPORT PERSONNEL. This manual, prepared by FAA and USDA Wildlife Services staff, contains a compilation of information to assist airport personnel in the development, implementation, and evaluation of WHMPs at airports. The manual includes specific information on the nature of wildlife strikes, legal authority, regulations, wildlife management techniques, WHAs, WHMPs, and sources of help and information. The manual is available in three languages: English, Spanish, and French. It can be viewed and downloaded free of charge from the FAA’s wildlife hazard mitigation web site: http://wildlife-mitigation.tc.FAA.gov/. This manual only provides a starting point for addressing wildlife hazard issues at airports. Hazardous wildlife management is a complex discipline and conditions vary widely across the United States. Therefore, qualified wildlife damage management biologists must direct the development of a WHMP and the implementation of management actions by airport personnel.

There are many other resources complementary to this manual for use in developing and implementing WHMPs. Several are listed in the manual's bibliography.

3-4. WILDLIFE HAZARD ASSESSMENTS, TITLE 14, CODE OF FEDERAL REGULATIONS, PART 139. Part 139.337(b) requires airport operators to conduct a Wildlife Hazard Assessment (WHA) when certain events occur on or near the airport.

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Part 139.337 (c) provides specific guidance as to what facts must be addressed in a WHA.

3-5. WILDLIFE HAZARD MANAGEMENT PLAN (WHMP). The FAA will consider the results of the WHA, along with the aeronautical activity at the airport and the views of the airport operator and airport users, in determining whether a formal WHMP is needed, in accordance with Part 139.337. If the FAA determines that a WHMP is needed, the airport operator must formulate and implement a WHMP, using the WHA as the basis for the plan.

The goal of an airport’s Wildlife Hazard Management Plan is to minimize the risk to aviation safety, airport structures or equipment, or human health posed by populations of hazardous wildlife on and around the airport.

The WHMP must identify hazardous wildlife attractants on or near the airport and the appropriate wildlife damage management techniques to minimize the wildlife hazard. It must also prioritize the management measures.

3-6. LOCAL COORDINATION. The establishment of a Wildlife Hazards Working Group (WHWG) will facilitate the communication, cooperation, and coordination of the airport and its surrounding community necessary to ensure the effectiveness of the WHMP. The cooperation of the airport community is also necessary when new projects are considered. Whether on or off the airport, the input from all involved parties must be considered when a potentially hazardous wildlife attractant is being proposed. Airport operators should also incorporate public education activities with the local coordination efforts because some activities in the vicinity of your airport, while harmless under normal leisure conditions, can attract wildlife and present a danger to aircraft. For example, if public trails are planned near wetlands or in parks adjoining airport property, the public should know that feeding birds and other wildlife in the area may pose a risk to aircraft.

Airport operators should work with local and regional planning and zoning boards so as to be aware of proposed land-use changes, or modification of existing land uses, that could create hazardous wildlife attractants within the separations identified in Sections 1-2 through 1-4. Pay particular attention to proposed land uses involving creation or expansion of waste water treatment facilities, development of wetland mitigation sites, or development or expansion of dredge spoil containment areas. At the very least, airport operators must ensure they are on the notification list of the local planning board or equivalent review entity for all communities located within 5 miles of the airport, so they will receive notification of any proposed project and have the opportunity to review it for attractiveness to hazardous wildlife.

3-7 COORDINATION/NOTIFICATION OF AIRMEN OF WILDLIFE HAZARDS. If an existing land-use practice creates a wildlife hazard and the land-use practice or wildlife hazard cannot be immediately eliminated, airport operators must issue a Notice to Airmen (NOTAM) and encourage the land–owner or manager to take steps to control the wildlife hazard and minimize further attraction.

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SECTION 4.

FAA NOTIFICATION AND REVIEW OF PROPOSED LAND-USE PRACTICE CHANGES IN THE VICINITY OF PUBLIC-USE AIRPORTS

4-1. FAA REVIEW OF PROPOSED LAND-USE PRACTICE CHANGES IN THE VICINITY OF PUBLIC-USE AIRPORTS.

a. The FAA discourages the development of waste disposal and other facilities, discussed in Section 2, located within the 5,000/10,000-foot criteria specified in Sections 1-2 through 1-4.

b. For projects that are located outside the 5,000/10,000-foot criteria but within 5 statute miles of the airport’s AOA, the FAA may review development plans, proposed land-use changes, operational changes, or wetland mitigation plans to determine if such changes present potential wildlife hazards to aircraft operations. The FAA considers sensitive airport areas as those that lie under or next to approach or departure airspace. This brief examination should indicate if further investigation is warranted.

c. Where a wildlife damage management biologist has conducted a further study to evaluate a site's compatibility with airport operations, the FAA may use the study results to make a determination.

4-2. WASTE MANAGEMENT FACILITIES.

a. Notification of new/expanded project proposal. Section 503 of the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (Public Law 106-181) limits the construction or establishment of new MSWLF within 6 statute miles of certain public-use airports, when both the airport and the landfill meet very specific conditions. See Section 2-2 of this AC and AC 150/5200-34 for a more detailed discussion of these restrictions.

The Environmental Protection Agency (EPA) requires any MSWLF operator proposing a new or expanded waste disposal operation within 5 statute miles of a runway end to notify the appropriate FAA Regional Airports Division Office and the airport operator of the proposal (40 CFR 258, Criteria for Municipal Solid Waste Landfills, Section 258.10, Airport Safety). The EPA also requires owners or operators of new MSWLF units, or lateral expansions of existing MSWLF units, that are located within 10,000 feet of any airport runway end used by turbojet aircraft, or within 5,000 feet of any airport runway end used only by piston-type aircraft, to demonstrate successfully that such units are not hazards to aircraft. (See 4-2.b below.)

When new or expanded MSWLF are being proposed near airports, MSWLF operators must notify the airport operator and the FAA of the proposal as early as possible pursuant to 40 CFR 258.

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b. Waste handling facilities within separations identified in Sections 1-2 through 1-4. To claim successfully that a waste-handling facility sited within the separations identified in Sections 1-2 through 1-4 does not attract hazardous wildlife and does not threaten aviation, the developer must establish convincingly that the facility will not handle putrescible material other than that as outlined in 2-2.d. The FAA strongly recommends against any facility other than that as outlined in 2-2.d (enclosed transfer stations). The FAA will use this information to determine if the facility will be a hazard to aviation.

c. Putrescible-Waste Facilities. In their effort to satisfy the EPA requirement, some putrescible-waste facility proponents may offer to undertake experimental measures to demonstrate that their proposed facility will not be a hazard to aircraft. To date, no such facility has been able to demonstrate an ability to reduce and sustain hazardous wildlife to levels that existed before the putrescible-waste landfill began operating. For this reason, demonstrations of experimental wildlife control measures may not be conducted within the separation identified in Sections 1-2 through 1-4.

4-3. OTHER LAND-USE PRACTICE CHANGES. As a matter of policy, the FAA encourages operators of public-use airports who become aware of proposed land use practice changes that may attract hazardous wildlife within 5 statute miles of their airports to promptly notify the FAA. The FAA also encourages proponents of such land use changes to notify the FAA as early in the planning process as possible. Advanced notice affords the FAA an opportunity (1) to evaluate the effect of a particular land-use change on aviation safety and (2) to support efforts by the airport sponsor to restrict the use of land next to or near the airport to uses that are compatible with the airport.

The airport operator, project proponent, or land-use operator may use FAA Form 7460-1, Notice of Proposed Construction or Alteration, or other suitable documents similar to FAA Form 7460-1 to notify the appropriate FAA Regional Airports Division Office. Project proponents can contact the appropriate FAA Regional Airports Division Office for assistance with the notification process.

It is helpful if the notification includes a 15-minute quadrangle map of the area identifying the location of the proposed activity. The land-use operator or project proponent should also forward specific details of the proposed land-use change or operational change or expansion. In the case of solid waste landfills, the information should include the type of waste to be handled, how the waste will be processed, and final disposal methods.

a. Airports that have received Federal grant-in-aid assistance. Airports that have received Federal grant-in-aid assistance are required by their grant assurances to take appropriate actions to restrict the use of land next to or near the airport to uses that are compatible with normal airport operations. The FAA recommends that airport operators to the extent practicable oppose off-airport land-use changes or practices within the separations identified in Sections 1-2 through 1-4 that may attract hazardous wildlife. Failure to do so may lead to noncompliance with applicable grant assurances. The FAA will not approve the placement of airport

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development projects pertaining to aircraft movement in the vicinity of hazardous wildlife attractants without appropriate mitigating measures. Increasing the intensity of wildlife control efforts is not a substitute for eliminating or reducing a proposed wildlife hazard. Airport operators should identify hazardous wildlife attractants and any associated wildlife hazards during any planning process for new airport development projects.

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APPENDIX 1. DEFINITIONS OF TERMS USED IN THIS ADVISORY CIRCULAR.

1. GENERAL. This appendix provides definitions of terms used throughout this AC.

1. Air operations area. Any area of an airport used or intended to be used for landing, takeoff, or surface maneuvering of aircraft. An air operations area includes such paved areas or unpaved areas that are used or intended to be used for the unobstructed movement of aircraft in addition to its associated runway, taxiways, or apron.

2. Airport operator. The operator (private or public) or sponsor of a public-use airport.

3. Approach or departure airspace. The airspace, within 5 statute miles of an airport, through which aircraft move during landing or takeoff.

4. Bird balls. High-density plastic floating balls that can be used to cover ponds and prevent birds from using the sites.

5. Certificate holder. The holder of an Airport Operating Certificate issued under Title 14, Code of Federal Regulations, Part 139.

6. Construct a new MSWLF. To begin to excavate, grade land, or raise structures to prepare a municipal solid waste landfill as permitted by the appropriate regulatory or permitting agency.

7. Detention ponds. Storm water management ponds that hold storm water for short periods of time, a few hours to a few days.

8. Establish a new MSWLF. When the first load of putrescible waste is received on-site for placement in a prepared municipal solid waste landfill.

9. Fly ash. The fine, sand-like residue resulting from the complete incineration of an organic fuel source. Fly ash typically results from the combustion of coal or waste used to operate a power generating plant.

10. General aviation aircraft. Any civil aviation aircraft not operating under 14 CFR Part 119, Certification: Air Carriers and Commercial Operators.

11. Hazardous wildlife. Species of wildlife (birds, mammals, reptiles), including feral animals and domesticated animals not under control, that are associated with aircraft strike problems, are capable of causing structural damage to airport facilities, or act as attractants to other wildlife that pose a strike hazard

12. Municipal Solid Waste Landfill (MSWLF). A publicly or privately owned discrete area of land or an excavation that receives household waste and that is not a land application unit, surface impoundment, injection well, or waste pile, as those terms are defined under 40 CFR § 257.2. An MSWLF may receive

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other types wastes, such as commercial solid waste, non-hazardous sludge, small-quantity generator waste, and industrial solid waste, as defined under 40 CFR § 258.2. An MSWLF can consist of either a stand alone unit or several cells that receive household waste.

13. New MSWLF. A municipal solid waste landfill that was established or constructed after April 5, 2001.

14. Piston-powered aircraft. Fixed-wing aircraft powered by piston engines.

15. Piston-use airport. Any airport that does not sell Jet-A fuel for fixed-wing turbine-powered aircraft, and primarily serves fixed-wing, piston-powered aircraft. Incidental use of the airport by turbine-powered, fixed-wing aircraft would not affect this designation. However, such aircraft should not be based at the airport.

16. Public agency. A State or political subdivision of a State, a tax-supported organization, or an Indian tribe or pueblo (49 U.S.C. § 47102(19)).

17. Public airport. An airport used or intended to be used for public purposes that is under the control of a public agency; and of which the area used or intended to be used for landing, taking off, or surface maneuvering of aircraft is publicly owned (49 U.S.C. § 47102(20)).

18. Public-use airport. An airport used or intended to be used for public purposes, and of which the area used or intended to be used for landing, taking off, or surface maneuvering of aircraft may be under the control of a public agency or privately owned and used for public purposes (49 U.S.C. § 47102(21)).

19. Putrescible waste. Solid waste that contains organic matter capable of being decomposed by micro-organisms and of such a character and proportion as to be capable of attracting or providing food for birds (40 CFR §257.3-8).

20. Putrescible-waste disposal operation. Landfills, garbage dumps, underwater waste discharges, or similar facilities where activities include processing, burying, storing, or otherwise disposing of putrescible material, trash, and refuse.

21. Retention ponds. Storm water management ponds that hold water for several months.

22. Runway protection zone (RPZ). An area off the runway end to enhance the protection of people and property on the ground (see AC 150/5300-13). The dimensions of this zone vary with the airport design, aircraft, type of operation, and visibility minimum.

23. Scheduled air carrier operation. Any common carriage passenger-carrying operation for compensation or hire conducted by an air carrier or commercial

20

8/28/2007 AC 150/5200-33B

operator for which the air carrier, commercial operator, or their representative offers in advance the departure location, departure time, and arrival location. It does not include any operation that is conducted as a supplemental operation under 14 CFR Part 119 or as a public charter operation under 14 CFR Part 380 (14 CFR § 119.3).

24. Sewage sludge. Any solid, semi-solid, or liquid residue generated during the treatment of domestic sewage in a treatment works. Sewage sludge includes, but is not limited to, domestic septage; scum or solids removed in primary, secondary, or advanced wastewater treatment process; and a material derived from sewage sludge. Sewage does not include ash generated during the firing of sewage sludge in a sewage sludge incinerator or grit and screenings generated during preliminary treatment of domestic sewage in a treatment works. (40 CFR 257.2)

25. Sludge. Any solid, semi-solid, or liquid waste generated form a municipal, commercial or industrial wastewater treatment plant, water supply treatment plant, or air pollution control facility or any other such waste having similar characteristics and effect. (40 CFR 257.2)

26. Solid waste. Any garbage, refuse, sludge, from a waste treatment plant, water supply treatment plant or air pollution control facility and other discarded material, including, solid liquid, semisolid, or contained gaseous material resulting from industrial, commercial, mining, and agricultural operations, and from community activities, but does not include solid or dissolved materials in domestic sewage, or solid or dissolved material in irrigation return flows or industrial discharges which are point sources subject to permits under section 402 of the Federal Water Pollution Control Act, as amended (86 Stat. 880), or source, special nuclear, or by product material as defined by the Atomic Energy Act of 1954, as amended, (68 Stat. 923). (40 CFR 257.2)

27. Turbine-powered aircraft. Aircraft powered by turbine engines including turbojets and turboprops but excluding turbo-shaft rotary-wing aircraft.

28. Turbine-use airport. Any airport that sells Jet-A fuel for fixed-wing turbine-powered aircraft.

29. Wastewater treatment facility. Any devices and/or systems used to store, treat, recycle, or reclaim municipal sewage or liquid industrial wastes, including Publicly Owned Treatment Works (POTW), as defined by Section 212 of the Federal Water Pollution Control Act (P.L. 92-500) as amended by the Clean Water Act of 1977 (P.L. 95-576) and the Water Quality Act of 1987 (P.L. 100-4). This definition includes any pretreatment involving the reduction of the amount of pollutants, the elimination of pollutants, or the alteration of the nature of pollutant properties in wastewater prior to or in lieu of discharging or otherwise introducing such pollutants into a POTW. (See 40 CFR Section 403.3 (q), (r), & (s)).

21

8/28/2007 AC 150/5200-33B

30. Wildlife. Any wild animal, including without limitation any wild mammal, bird, reptile, fish, amphibian, mollusk, crustacean, arthropod, coelenterate, or other invertebrate, including any part, product, egg, or offspring thereof (50 CFR 10.12, Taking, Possession, Transportation, Sale, Purchase, Barter, Exportation, and Importation of Wildlife and Plants). As used in this AC, wildlife includes feral animals and domestic animals out of the control of their owners (14 CFR Part 139, Certification of Airports).

31. Wildlife attractants. Any human-made structure, land-use practice, or human-made or natural geographic feature that can attract or sustain hazardous wildlife within the landing or departure airspace or the airport’s AOA. These attractants can include architectural features, landscaping, waste disposal sites, wastewater treatment facilities, agricultural or aquaculture activities, surface mining, or wetlands.

32. Wildlife hazard. A potential for a damaging aircraft collision with wildlife on or near an airport.

33. Wildlife strike. A wildlife strike is deemed to have occurred when:

a. A pilot reports striking 1 or more birds or other wildlife;

b. Aircraft maintenance personnel identify aircraft damage as having been caused by a wildlife strike;

c. Personnel on the ground report seeing an aircraft strike 1 or more birds or other wildlife;

d. Bird or other wildlife remains, whether in whole or in part, are found within 200 feet of a runway centerline, unless another reason for the animal's death is identified;

e. The animal's presence on the airport had a significant negative effect on a flight (i.e., aborted takeoff, aborted landing, high-speed emergency stop, aircraft left pavement area to avoid collision with animal) (Transport Canada, Airports Group, Wildlife Control Procedures Manual, Technical Publication 11500E, 1994).

2. RESERVED.

22


APPENDIX 9. Interagency Memorandum of Agreement to Address Aircraft-Wildlife Strikes (28 pages)


Memorandum of Agreement Between the Federal Aviation Administration,

the U.S. Air Force, the U.S. Army,

the U.S. Environmental Protection Agency, the U.S. Fish and Wildlife Service, and

the U.S. Department of Agriculture to Address Aircraft-Wildlife Strikes

PURPOSE The signatory agencies know the risks that aircraft-wildlife strikes pose to safe aviation.

This Memorandum of Agreement (MOA) acknowledges each signatory agency’s respective missions. Through this MOA, the agencies establish procedures necessary to coordinate their missions to more effectively address existing and future environmental conditions contributing to aircraft-wildlife strikes throughout the United States. These efforts are intended to minimize wildlife risks to aviation and human safety, while protecting the Nation’s valuable environmental resources.

BACKGROUND

Aircraft-wildlife strikes are the second leading causes of aviation-related fatalities. Globally, these strikes have killed over 400 people and destroyed more than 420 aircraft. While these extreme events are rare when compared to the millions of annual aircraft operations, the potential for catastrophic loss of human life resulting from one incident is substantial. The most recent accident demonstrating the grievous nature of these strikes occurred in September 1995, when a U.S. Air Force reconnaissance jet struck a flock of Canada geese during takeoff, killing all 24 people aboard.

The Federal Aviation Administration (FAA) and the United States Air Force (USAF) databases contain information on more than 54,000 United States civilian and military aircraft-wildlife strikes reported to them between 1990 and 19991. During that decade, the FAA received reports indicating that aircraft-wildlife strikes, damaged 4,500 civilian U.S. aircraft (1,500 substantially), destroyed 19 aircraft, injured 91 people, and killed 6 people. Additionally, there were 216 incidents where birds struck two or more engines on civilian aircraft, with damage occurring to 26 percent of the 449 engines involved in these incidents. The FAA estimates that during the same decade, civilian U.S. aircraft sustained $4 billion worth of damages and associated losses and 4.7 million hours of aircraft downtime due to aircraft-wildlife strikes. For the same period, 1 FAA estimates that the 28,150 aircraft-wildlife strike reports it received represent less than 20% of the actual number of strikes that occurred during the decade.

USAF planes colliding with wildlife resulted in 10 Class A Mishaps2, 26 airmen deaths, and over $217 million in damages.

Approximately 97 percent of the reported civilian aircraft-wildlife strikes involved common, large-bodied birds or large flocks of small birds. Almost 70 percent of these events involved gulls, waterfowl, and raptors (Table 1).

About 90 percent of aircraft-wildlife strikes occur on or near airports, when aircraft are below altitudes of 2,000 feet. Aircraft-wildlife strikes at these elevations are especially dangerous because aircraft are moving at high speeds and are close to or on the ground. Aircrews are intently focused on complex take-off or landing procedures and monitoring the movements of other aircraft in the airport vicinity. Aircrew attention to these activities while at low altitudes often compromises their ability to successfully recover from unexpected collisions with wildlife and to deal with rapidly changing flight procedures. As a result, crews have minimal time and space to recover from aircraft-wildlife strikes.

Increasing bird and wildlife populations in urban and suburban areas near airports contribute to escalating aircraft-wildlife strike rates. FAA, USAF, and Wildlife Services (WS) experts expect the risks, frequencies, and potential severities of aircraft-wildlife strikes to increase during the next decade as the numbers of civilian and military aircraft operations grow to meet expanding transportation and military demands.

SECTION I.

SCOPE OF COOPERATION AND COORDINATION

Based on the preceding information and to achieve this MOA’s purpose, the signatory agencies:

A. Agree to strongly encourage their respective regional and local offices, as appropriate, to develop interagency coordination procedures necessary to effectively and efficiently implement this MOA. Local procedures should clarify time frames and other general coordination guidelines.

B. Agree that the term “airport” applies only to those facilities as defined in the attached glossary.

C. Agree that the three major activities of most concern include, but are not limited to:

1. airport siting and expansion;

2 See glossary for the definition of a Class A Mishap and similar terms.

2. development of conservation/mitigation habitats or other land uses that could attract hazardous wildlife to airports or nearby areas; and

3. responses to known wildlife hazards or aircraft-wildlife strikes. D. Agree that “hazardous wildlife” are those animals, identified to species and

listed in FAA and USAF databases, that are most often involved in aircraft-wildlife strikes. Many of the species frequently inhabit areas on or near airports, cause structural damage to airport facilities, or attract other wildlife that pose an aircraft-wildlife strike hazard. Table 1 lists many of these species. It is included solely to provide information on identified wildlife species that have been involved in aircraft-wildlife strikes. It is not intended to represent the universe of species concerning the signatory agencies, since more than 50 percent of the aircraft-wildlife strikes reported to FAA or the USAF did not identify the species involved.

E. Agree to focus on habitats attractive to the species noted in Table 1, but the

signatory agencies realize that it is imperative to recognize that wildlife hazard determinations discussed in Paragraph L of this section may involve other animals.

F. Agree that not all habitat types attract hazardous wildlife. The signatory agencies, during their consultative or decisionmaking activities, will inform regional and local land use authorities of this MOA’s purpose. The signatory agencies will consider regional, local, and site-specific factors (e.g., geographic setting and/or ecological concerns) when conducting these activities and will work cooperatively with the authorities as they develop and implement local land use programs under their respective jurisdictions. The signatory agencies will encourage these stakeholders to develop land uses within the siting criteria noted in Section 1-3 of FAA Advisory Circular (AC) 150.5200-33 (Attachment A) that do not attract hazardous wildlife. Conversely, the agencies will promote the establishment of land uses attractive to hazardous wildlife outside those siting criteria. Exceptions to the above siting criteria, as described in Section 2.4.b of the AC, will be considered because they typically involve habitats that provide unique ecological functions or values (e.g., critical habitat for federally-listed endangered or threatened species, ground water recharge).

G. Agree that wetlands provide many important ecological functions and values, including fish and wildlife habitats; flood protection; shoreline erosion control; water quality improvement; and recreational, educational, and research opportunities. To protect jurisdictional wetlands, Section 404 of the Clean Water Act (CWA) establishes a program to regulate dredge and/or fill activities in these wetlands and navigable waters. In recognizing Section 404 requirements and the Clean Water Action Plan’s goal to annually increase the Nation’s net wetland acreage by 100,000 acres through 2005, the signatory agencies agree to resolve aircraft-wildlife conflicts. They will do so by

avoiding and minimizing wetland impacts to the maximum extent practicable, and will work to compensate for all associated unavoidable wetland impacts. The agencies agree to work with landowners and communities to encourage and support wetland restoration or enhancement efforts that do not increase aircraft-wildlife strike potentials.

H. Agree that the: U.S. Army Corps of Engineers (ACOE) has expertise in protecting and managing jurisdictional wetlands and their associated wildlife; U.S. Environmental Protection Agency (EPA) has expertise in protecting environmental resources; and the U.S. Fish and Wildlife Service (USFWS) has expertise in protecting and managing wildlife and their habitats, including migratory birds and wetlands. Appropriate signatory agencies will cooperatively review proposals to develop or expand wetland mitigation sites, or wildlife refuges that may attract hazardous wildlife. When planning these sites or refuges, the signatory agencies will diligently consider the siting criteria and land use practice recommendations stated in FAA AC 150/5200-33. The agencies will make every effort to undertake actions that are consistent with those criteria and recommendations, but recognize that exceptions to the siting criteria may be appropriate (see Paragraph F of this section).

I. Agree to consult with airport proponents during initial airport planning efforts. As appropriate, the FAA or USAF will initiate signatory agency participation in these efforts. When evaluating proposals to build new civilian or military aviation facilities or to expand existing ones, the FAA or the USAF, will work with appropriate signatory agencies to diligently evaluate alternatives that may avoid adverse effects on wetlands, other aquatic resources, and Federal wildlife refuges. If these or other habitats support hazardous wildlife, and there is no practicable alternative location for the proposed aviation project, the appropriate signatory agencies, consistent with applicable laws, regulations, and policies, will develop mutually acceptable measures, to protect aviation safety and mitigate any unavoidable wildlife impacts.

J. Agree that a variety of other land uses (e.g., storm water management facilities, wastewater treatment systems, landfills, golf courses, parks, agricultural or aquacultural facilities, and landscapes) attract hazardous wildlife and are, therefore, normally incompatible with airports. Accordingly, new, federally-funded airport construction or airport expansion projects near habitats or other land uses that may attract hazardous wildlife must conform to the siting criteria established in the FAA Advisory Circular (AC) 150/5200-33, Section 1-3.

K. Agree to encourage and advise owners and/or operators of non-airport facilities that are known hazardous wildlife attractants (See Paragraph J) to follow the siting criteria in Section 1-3 of AC 150/5200-33. As appropriate, each signatory agency will inform proponents of these or other land uses about the land use’s potential to attract hazardous species to airport areas.

The signatory agencies will urge facility owners and/or operators about the critical need to consider the land uses’ effects on aviation safety.

L. Agree that FAA, USAF, and WS personnel have the expertise necessary to determine the aircraft-wildlife strike potentials of various land uses. When there is disagreement among signatory agencies about a particular land use and its potential to attract hazardous wildlife, the FAA, USAF, or WS will prepare a wildlife hazard assessment. Then, the appropriate signatory agencies will meet at the local level to review the assessment. At a minimum, that assessment will:

1. identify each species causing the aviation hazard, its seasonal and daily populations, and the population’s local movements;

2. discuss locations and features on and near the airport or land use attractive to hazardous wildlife; and

3. evaluate the extent of the wildlife hazard to aviation.

M. Agree to cooperate with the airport operator to develop a specific, wildlife hazard management plan for a given location, when a potential wildlife hazard is identified. The plan will meet applicable FAA, USAF, and other relevant requirements. In developing the plan, the appropriate agencies will use their expertise and attempt to integrate their respective programmatic responsibilities, while complying with existing laws, regulations, and policies. The plan should avoid adverse impacts to wildlife populations, wetlands, or other sensitive habitats to the maximum extent practical. Unavoidable impacts resulting from implementing the plan will be fully compensated pursuant to all applicable Federal laws, regulations, and policies.

N. Agree that whenever a significant aircraft-wildlife strike occurs or a potential for one is identified, any signatory agency may initiate actions with other appropriate signatory agencies to evaluate the situation and develop mutually acceptable solutions to reduce the identified strike probability. The agencies will work cooperatively, preferably at the local level, to determine the causes of the strike and what can and should be done at the airport or in its vicinity to reduce potential strikes involving that species.

O. Agree that information and analyses relating to mitigation that could cause or contribute to aircraft-wildlife strikes should, whenever possible, be included in documents prepared to satisfy the National Environmental Policy Act (NEPA). This should be done in coordination with appropriate signatory agencies to inform the public and Federal decision makers about important ecological factors that may affect aviation. This concurrent review of environmental issues will promote the streamlining of the NEPA review process.

P. Agree to cooperatively develop mutually acceptable and consistent guidance, manuals, or procedures addressing the management of habitats attractive to

hazardous wildlife, when those habitats are or will be within the siting criteria noted in Section 1-3 of FAA AC 5200-33. As appropriate, the signatory agencies will also consult each other when they propose revisions to any regulations or guidance relevant to the purpose of this MOA, and agree to modify this MOA accordingly.

SECTION II. GENERAL RULES AND INFORMATION

A. Development of this MOA fulfills the National Transportation Safety Board’s recommendation of November 19, 1999, to form an inter-departmental task force to address aircraft-wildlife strike issues.

B. This MOA does not nullify any obligations of the signatory agencies to enter into separate MOAs with the USFWS addressing the conservation of migratory birds, as outlined in Executive Order 13186, Responsibilities of Federal Agencies to Protect Migratory Birds, dated January 10, 2001 (66 Federal Register, No. 11, pg. 3853).

C. This MOA in no way restricts a signatory agency’s participation in similar activities or arrangements with other public or private agencies, organizations, or individuals.

D. This MOA does not alter or modify compliance with any Federal law, regulation or guidance (e.g., Clean Water Act; Endangered Species Act; Migratory Bird Treaty Act; National Environmental Policy Act; North American Wetlands Conservation Act; Safe Drinking Water Act; or the “no-net loss” policy for wetland protection). The signatory agencies will employ this MOA in concert with the Federal guidance addressing wetland mitigation banking dated March 6, 1995 (60 Federal Register, No. 43, pg. 12286).

E. The statutory provisions and regulations mentioned above contain legally binding requirements. However, this MOA does not substitute for those provisions or regulations, nor is it a regulation itself. This MOA does not impose legally binding requirements on the signatory agencies or any other party, and may not apply to a particular situation in certain circumstances. The signatory agencies retain the discretion to adopt approaches on a case-by-case basis that differ from this MOA when they determine it is appropriate to do so. Such decisions will be based on the facts of a particular case and applicable legal requirements. Therefore, interested parties are free to raise questions and objections about the substance of this MOA and the appropriateness of its application to a particular situation.

F. This MOA is based on evolving information and may be revised periodically without public notice. The signatory agencies welcome public comments on this MOA at any time and will consider those comments in any future revision of this MOA.

G. This MOA is intended to improve the internal management of the Executive Branch to address conflicts between aviation safety and wildlife. This MOA does not create any right, benefit, or trust responsibility, either substantively or procedurally. No party, by law or equity, may enforce this MOA against the United States, its agencies, its officers, or any person.

H. This MOA does not obligate any signatory agency to allocate or spend appropriations or enter into any contract or other obligations.

I. This MOA does not reduce or affect the authority of Federal, State, or local agencies regarding land uses under their respective purviews. When requested, the signatory agencies will provide technical expertise to agencies making decisions regarding land uses within the siting criteria in Section 1-3 of FAA AC 150/5200-33 to minimize or prevent attracting hazardous wildlife to airport areas.

J. Any signatory agency may request changes to this MOA by submitting a written request to any other signatory agency and subsequently obtaining the written concurrence of all signatory agencies.

K. Any signatory agency may terminate its participation in this MOA within 60 days of providing written notice to the other agencies. This MOA will remain in effect until all signatory agencies terminate their participation in it.

SECTION III. PRINCIPAL SIGNATORY AGENCY CONTACTS The following list identifies contact offices for each signatory agency. Federal Aviation Administration U.S. Air Force Office Airport Safety and Standards HQ AFSC/SEFW Airport Safety and 9700 Ave., G. SE, Bldg. 24499 Compliance Branch (AAS-310) Kirtland AFB, NM 87117 800 Independence Ave., S.W. V: 505-846-5679 Washington, D.C. 20591 F: 505-846-0684 V: 202-267-1799 F: 202-267-7546 U.S. Army U.S. Environmental Protection Agy. Directorate of Civil Works Office of Water Regulatory Branch (CECW-OR) Wetlands Division 441 G St., N.W. Ariel Rios Building, MC 4502F Washington, D.C. 20314 1200 Pennsylvania Ave., SW V: 202-761-4750 Washington, D.C. 20460 F: 202-761-4150 V: 202-260-1799 F: 202-260-7546

U.S. Fish and Wildlife Service U.S. Department of Agriculture Division of Migratory Bird Management Animal and Plant Inspection Service 4401 North Fairfax Drive, Room 634 Wildlife Services Arlington, VA 22203 Operational Support Staff V: 703-358-1714 4700 River Road, Unit 87 F: 703-358-2272 Riverdale, MD 20737 V: 301-734-7921 F: 301-734-5157

Signature Page

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Date

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DateChief of Safety,U. S. Air Force

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and State Programs,U.S. Fish and Wildlife Service

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GLOSSARY

This glossary defines terms used in this MOA. Airport. All USAF airfields or all public use airports in the FAA’s National Plan of Integrated Airport Systems (NPIAS). Note: There are over 18,000 civil-use airports in the U.S., but only 3,344 of them are in the NPIAS and, therefore, under FAA’s jurisdiction. Aircraft-wildlife strike. An aircraft-wildlife strike is deemed to have occurred when:

1. a pilot reports that an aircraft struck 1 or more birds or other wildlife; 2. aircraft maintenance personnel identify aircraft damage as having

been caused by an aircraft-wildlife strike; 3. personnel on the ground report seeing an aircraft strike 1 or more

birds or other wildlife; 4. bird or other wildlife remains, whether in whole or in part, are found

within 200 feet of a runway centerline, unless another reason for the animal's death is identified; or

5. the animal's presence on the airport had a significant, negative effect on a flight (i.e., aborted takeoff, aborted landing, high-speed emergency stop, aircraft left pavement area to avoid collision with animal)

(Source: Wildlife Control Procedures Manual, Technical Publication 11500E, 1994). Aircraft-wildlife strike hazard. A potential for a damaging aircraft collision with wildlife on or near an airport (14 CFR 139.3). Bird Sizes. Title 40, Code of Federal Regulations, Part 33.76 classifies birds according to weight:

small birds weigh less than 3 ounces (oz). medium birds weigh more than 3 oz and less than 2.5 lbs. large birds weigh greater than 2.5 lbs.

Civil aircraft damage classifications. The following damage descriptions are based on the Manual on the International Civil Aviation Organization Bird Strike Information System:

Minor: The aircraft is deemed airworthy upon completing simple repairs or replacing minor parts and an extensive inspection is not necessary.

Substantial: Damage or structural failure adversely affects an aircraft’s structural integrity, performance, or flight characteristics. The damage normally requires major repairs or the replacement of the entire affected component. Bent fairings or cowlings; small dents; skin punctures; damage to wing tips, antenna, tires or brakes, or engine blade damage not requiring blade replacement are specifically excluded. Destroyed: The damage sustained makes it inadvisable to restore the aircraft to an airworthy condition.

Significant Aircraft-Wildlife Strikes. A significant aircraft-wildlife strike is deemed to have occurred when any of the following applies:

1. a civilian, U.S. air carrier aircraft experiences a multiple aircraft-bird strike or engine ingestion;

2. a civilian, U.S. air carrier aircraft experiences a damaging collision with wildlife other than birds; or

3. a USAF aircraft experiences a Class A, B, or C mishap as described below:

A. Class A Mishap: Occurs when at least one of the following

applies: 1. total mishap cost is $1,000,000 or more; 2. a fatality or permanent total disability occurs; and/or 3. an Air Force aircraft is destroyed.

B. Class B Mishap: Occurs when at least one of the following applies:

1. total mishap cost is $200,000 or more and less than $1,000,000; and/or

2. a permanent partial disability occurs and/or 3 or more people are hospitalized;

C. Class C Mishap: Occurs when at least one of the following applies:

1. cost of reported damage is between $20,000 and $200,000;

2. an injury causes a lost workday (i.e., duration of absence is at least 8 hours beyond the day or shift during which mishap occurred); and/or

3. an occupational illness causing absence from work at any time.

Wetlands. An ecosystem requiring constant or recurrent, shallow inundation or saturation at or near the surface of the substrate. The minimum essential characteristics of a wetland are recurrent, sustained inundation or saturation at or

near the surface and the presence of physical, chemical, and biological features indicating recurrent, sustained inundation, or saturation. Common diagnostic wetland features are hydric soils and hydrophytic vegetation. These features will be present, except where specific physiochemical, biotic, or anthropogenic factors have removed them or prevented their development. (Source the 1987 Delineation Manual; 40 CFR 230.3(t)). Wildlife. Any wild animal, including without limitation any wild mammal, bird, reptile, fish, amphibian, mollusk, crustacean, arthropod, coelenterate, or other invertebrate, including any part, product, egg, or offspring there of (50 CFR 10.12, Taking, Possession, Transportation, Sale, Purchase, Barter, Exportation, and Importation of Wildlife and Plants). As used in this MOA, “wildlife” includes feral animals and domestic animals while out of their owner’s control (14 CFR 139.3, Certification and Operations: Land Airports Serving CAB-Certificated Scheduled Air Carriers Operating Large Aircraft (Other Than Helicopters))

Table 1. Identified wildlife species, or groups, that were involved in two or more aircraft-wildlife strikes, that caused damage to one or more aircraft components, or that had an adverse effect on an aircraft’s flight. Data are for 1990-1999 and involve only civilian, U.S. aircraft. Birds No. reported strikes Gulls (all spp.) 874 Geese (primarily, Canada geese) 458 Hawks (primarily, Red-tailed hawks) 182 Ducks (primarily Mallards.) 166 Vultures (primarily, Turkey vulture) 142 Rock doves 122 Doves (primarily, mourning doves) 109 Blackbirds 81 European starlings 55 Sparrows 52 Egrets 41 Shore birds (primarily, Killdeer & Sandpipers)

40

Crows 31 Owls 24 Sandhill cranes 22 American kestrels 15 Great blue herons 15 Pelicans 14 Swallows 14 Eagles (Bald and Golden) 14 Ospreys 13 Ring-necked pheasants 11 Herons 11 Barn-owls 9 American robins 8 Meadowlarks 8 Buntings (snow) 7 Cormorants 6 Snow buntings 6 Brants 5 Terns (all spp.) 5 Great horned owls 5 Horned larks 4 Turkeys 4 Swans 3 Mockingbirds 3 Quails 3 Homing pigeons 3 Snowy owls 3 Anhingas 2

Ravens 2 Kites 2 Falcons 2 Peregrine falcons 2 Merlins 2 Grouse 2 Hungarian partridges 2 Spotted doves 2 Thrushes 2 Mynas 2 Finches 2 Total known birds 2,612 Mammals No. reported strikes Deer (primarily, White-tailed deer) 285 Coyotes 16 Dogs 10 Elk 6 Cattle 5 Bats 4 Horses 3 Pronghorn antelopes 3 Foxes 2 Raccoons 2 Rabbits 2 Moose 2 Total known mammals 340 Ring-billed gulls were the most commonly struck gulls. The U.S. ring-billed gull population increased steadily at about 6% annually from 1966-1988. Canada geese were involved in about 90% of the aircraft-goose strikes involving civilian, U.S. aircraft from 1990-1998. Resident (non-migratory) Canada goose populations increased annually at 13% from 1966-1998. Red-tailed hawks accounted for 90% of the identified aircraft-hawk strikes for the 10-year period. Red-tailed hawk populations increased annually at 3% from 1966 to 1998. Turkey vultures were involved in 93% of he identified aircraft-vulture strikes. The U.S. Turkey vulture populations increased at annually at 1% between 1966 and 1998. Deer, primarily white-tailed deer, have also adapted to urban and airport areas and their populations have increased dramatically. In the early 1900’s, there were about 100,000 white-tailed deer in the U.S. Current estimates are that the U.S. population is about 24 million.

U.S. Departmentof Transportation

Federal AviationAdministration

AdvisoryCircular

Subject: HAZARDOUS WILDLIFE ATTRACTANTS ONOR NEAR AIRPORTS

Date: 5/1/97Initiated by:AAS-310 and APP-600

AC No: 150/5200-33Change:

1. PURPOSE. This advisory circular (AC)provides guidance on locating certain land useshaving the potential to attract hazardous wildlife toor in the vicinity of public-use airports. It alsoprovides guidance concerning the placement ofnew airport development projects (including airportconstruction, expansion, and renovation) pertainingto aircraft movement in the vicinity of hazardouswildlife attractants. Appendix 1 providesdefinitions of terms used in this AC.

2. APPLICATION. The standards, practices,and suggestions contained in this AC arerecommended by the Federal AviationAdministration (FAA) for use by the operators andsponsors of all public-use airports. In addition, thestandards, practices, and suggestions contained inthis AC are recommended by the FAA as guidancefor land use planners, operators, and developers ofprojects, facilities, and activities on or near airports.

3. BACKGROUND. Populations of manyspecies of wildlife have increased markedly in the

last few years. Some of these species are able toadapt to human-made environments, such as existon and around airports. The increase in wildlifepopulations, the use of larger turbine engines, theincreased use of twin-engine aircraft, and theincrease in air-traffic, all combine to increase therisk, frequency, and potential severity of wildlife-aircraft collisions.

Most public-use airports have large tracts of open,unimproved land that are desirable for added mar-gins of safety and noise mitigation. These areascan present potential hazards to aviation becausethey often attract hazardous wildlife. During thepast century, wildlife-aircraft strikes have resultedin the loss of hundreds of lives world-wide, as wellas billions of dollars worth of aircraft damage.Hazardous wildlife attractants near airports couldjeopardize future airport expansion because ofsafety considerations.

DAVID L. BENNETTDirector, Office of Airport Safety and Standards

5/1/97 AC 150/5200-33

1 (and 2)

SECTION 1. HAZARDOUS WILDLIFE ATTRACTANTS ON OR NEARAIRPORTS.

1-1. TYPES OF HAZARDOUS WILDLIFEATTRACTANTS ON OR NEAR AIRPORTS.Human-made or natural areas, such as poorly-drained areas, retention ponds, roosting habitats onbuildings, landscaping, putrescible-waste disposaloperations, wastewater treatment plants,agricultural or aquacultural activities, surfacemining, or wetlands, may be used by wildlife forescape, feeding, loafing, or reproduction. Wildlifeuse of areas within an airport's approach or depar-ture airspace, aircraft movement areas, loadingramps, or aircraft parking areas may cause condi-tions hazardous to aircraft safety.

All species of wildlife can pose a threat to aircraftsafety. However, some species are morecommonly involved in aircraft strikes than others.Table 1 lists the wildlife groups commonly reportedas being involved in damaging strikes to U.S.aircraft from 1993 to 1995.

Table 1. Wildlife Groups Involved in DamagingStrikes to Civilian Aircraft, USA, 1993-1995.

WildlifeGroups

Percent involvement inreported damagingstrikes

Gulls 28

Waterfowl 28

Raptors 11

Doves 6

Vultures 5

Blackbirds-

Starlings

5

Corvids 3

Wading birds 3

Deer 11

Canids 1

1-2. LAND USE PRACTICES. Land usepractices that attract or sustain hazardous wildlifepopulations on or near airports can significantly in-crease the potential for wildlife-aircraft collisions.FAA recommends against land use practices, withinthe siting criteria stated in 1-3, that attract or sustainpopulations of hazardous wildlife within thevicinity of airports or cause movement of haz-ardous wildlife onto, into, or across the approach ordeparture airspace, aircraft movement area, loadingramps, or aircraft parking area of airports.

Airport operators, sponsors, planners, and land usedevelopers should consider whether proposed landuses, including new airport development projects,would increase the wildlife hazard. Caution shouldbe exercised to ensure that land use practices on ornear airports do not enhance the attractiveness ofthe area to hazardous wildlife.

1-3. SITING CRITERIA. FAA recommendsseparations when siting any of the wildlifeattractants mentioned in Section 2 or whenplanning new airport development projects toaccommodate aircraft movement. The distancebetween an airport’s aircraft movement areas,loading ramps, or aircraft parking areas and thewildlife attractant should be as follows:

a. Airports serving piston-poweredaircraft. A distance of 5,000 feet is recommended.

b. Airports serving turbine-poweredaircraft. A distance of 10,000 feet isrecommended.

c. Approach or Departure airspace. Adistance of 5 statute miles is recommended, if thewildlife attractant may cause hazardous wildlifemovement into or across the approach or departureairspace.

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SECTION 2. LAND USES THAT ARE INCOMPATIBLE WITH SAFEAIRPORT OPERATIONS.

2-1. GENERAL. The wildlife species and thesize of the populations attracted to the airportenvironment are highly variable and may dependon several factors, including land-use practices onor near the airport. It is important to identify thoseland use practices in the airport area that attracthazardous wildlife. This section discusses land usepractices known to threaten aviation safety.

2-2. PUTRESCIBLE-WASTE DISPOSALOPERATIONS. Putrescible-waste disposaloperations are known to attract large numbers ofwildlife that are hazardous to aircraft. Because ofthis, these operations, when located within theseparations identified in the sitting criteria in 1-3are considered incompatible with safe airportoperations.

FAA recommends against locatingputrescible-waste disposal operations inside theseparations identified in the siting criteriamentioned above. FAA also recommends againstnew airport development projects that wouldincrease the number of aircraft operations or thatwould accommodate larger or faster aircraft, nearputrescible-waste disposal operations locatedwithin the separations identified in the sitingcriteria in 1-3.

2-3. WASTEWATER TREATMENT FACILI-TIES. Wastewater treatment facilities andassociated settling ponds often attract largenumbers of wildlife that can pose a threat to aircraftsafety when they are located on or near an airport.

a. New wastewater treatment facilities.FAA recommends against the construction of newwastewater treatment facilities or associated settlingponds within the separations identified in the sitingcriteria in 1-3. During the siting analysis forwastewater treatment facilities, the potential toattract hazardous wildlife should be considered ifan airport is in the vicinity of a proposed site.Airport operators should voice their opposition tosuch sitings. In addition, they should consider theexistence of wastewater treatment facilities whenevaluating proposed sites for new airportdevelopment projects and avoid such sites whenpracticable.

b. Existing wastewater treatmentfacilities. FAA recommends correcting anywildlife hazards arising from existing wastewatertreatment facilities located on or near airportswithout delay, using appropriate wildlife hazardmitigation techniques. Accordingly, measures tominimize hazardous wildlife attraction should bedeveloped in consultation with a wildlife damagemanagement biologist. FAA recommends thatwastewater treatment facility operators incorporateappropriate wildlife hazard mitigation techniquesinto their operating practices. Airport operatorsalso should encourage those operators toincorporate these mitigation techniques in theiroperating practices.

c. Artificial marshes. Waste-watertreatment facilities may create artificial marshesand use submergent and emergent aquaticvegetation as natural filters. These artificialmarshes may be used by some species of flockingbirds, such as blackbirds and waterfowl, forbreeding or roosting activities. FAA recommendsagainst establishing artificial marshes within theseparations identified in the siting criteria stated in1-3.

d. Wastewater discharge and sludgedisposal. FAA recommends against the dischargeof wastewater or sludge on airport property.Regular spraying of wastewater or sludge disposalon unpaved areas may improve soil moisture andquality. The resultant turf growth requires morefrequent mowing, which in turn may mutilate orflush insects or small animals and produce straw.The maimed or flushed organisms and the strawcan attract hazardous wildlife and jeopardizeaviation safety. In addition, the improved turf mayattract grazing wildlife such as deer and geese.

Problems may also occur when discharges saturateunpaved airport areas. The resultant soft, muddyconditions can severely restrict or preventemergency vehicles from reaching accident sites ina timely manner.

e. Underwater waste discharges. Theunderwater discharge of any food waste, e.g., fishprocessing offal, that could attract scavengingwildlife is not recommended within the separationsidentified in the siting criteria in 1-3.

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2-4. WETLANDS.

a. Wetlands on or near Airports.

(1) Existing Airports. Normally,wetlands are attractive to many wildlife species.Airport operators with wetlands located on ornearby airport property should be alert to anywildlife use or habitat changes in these areas thatcould affect safe aircraft operations.

(2) Airport Development. Whenpracticable, the FAA recommends siting newairports using the separations identified in the sitingcriteria in 1-3. Where alternative sites are notpracticable or when expanding existing airports inor near wetlands, the wildlife hazards should beevaluated and minimized through a wildlifemanagement plan prepared by a wildlife damagemanagement biologist, in consultation with the U.S.Fish and Wildlife Service (USFWS) and the U.S.Army Corps of Engineers (COE).

NOTE: If questions exist as to whether or not anarea would qualify as a wetland, contact the U.S.Army COE, the Natural Resource ConservationService, or a wetland consultant certified todelineate wetlands.

b. Wetland mitigation. Mitigation maybe necessary when unavoidable wetlanddisturbances result from new airport developmentprojects. Wetland mitigation should be designed soit does not create a wildlife hazard.

(1) FAA recommends that wetlandmitigation projects that may attract hazardouswildlife be sited outside of the separations

identified in the siting criteria in 1-3. Wetlandmitigation banks meeting these siting criteria offeran ecologically sound approach to mitigation inthese situations.

(2) Exceptions to locating mitigationactivities outside the separations identified in thesiting criteria in 1-3 may be considered if theaffected wetlands provide unique ecologicalfunctions, such as critical habitat for threatened orendangered species or ground water recharge.Such mitigation must be compatible with safeairport operations. Enhancing such mitigationareas to attract hazardous wildlife should beavoided. On-site mitigation plans may be reviewedby the FAA to determine compatibility with safeairport operations.

(3) Wetland mitigation projects that areneeded to protect unique wetland functions (see2-4.b.(2)), and that must be located in the siting cri-teria in 1-3 should be identified and evaluated by awildlife damage management biologist beforeimplementing the mitigation. A wildlife damagemanagement plan should be developed to reducethe wildlife hazards.

NOTE: AC 150/5000-3, Address List for RegionalAirports Division and Airports District/FieldOffices, provides information on the location ofthese offices.

2-5. DREDGE SPOIL CONTAINMENTAREAS. FAA recommends against locatingdredge spoil containment areas within theseparations identified in the siting criteria in 1-3, ifthe spoil contains material that would attracthazardous wildlife.

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SECTION 3. LAND USES THAT MAY BE COMPATIBLE WITH SAFEAIRPORT OPERATIONS.

3-1. GENERAL. Even though they may, undercertain circumstances, attract hazardous wildlife,the land use practices discussed in this section haveflexibility regarding their location or operation andmay even be under the airport operator’s orsponsor’s control. In general, the FAA does notconsider the activities discussed below ashazardous to aviation if there is no apparent attrac-tion to hazardous wildlife, or wildlife hazardmitigation techniques are implemented to dealeffectively with any wildlife hazard that may arise.

3-2. ENCLOSED WASTE FACILITIES.Enclosed trash transfer stations or enclosed wastehandling facilities that receive garbage indoors;process it via compaction, incineration, or similarmanner; and remove all residue by enclosedvehicles, generally would be compatible, from awildlife perspective, with safe airport operations,provided they are not located on airport property orwithin the runway protection zone (RPZ). Noputrescible-waste should be handled or storedoutside at any time, for any reason, or in a partiallyenclosed structure accessible to hazardous wildlife.

Partially enclosed operations that acceptputrescible-waste are considered to be incompatiblewith safe airport operations. FAA recommendsthese operations occur outside the separationsidentified in the siting criteria in 1-3.

3-3. RECYCLING CENTERS. Recyclingcenters that accept previously sorted, non-fooditems such as glass, newspaper, cardboard, oraluminum are, in most cases, not attractive tohazardous wildlife.

3-4. COMPOSTING OPERATIONS ONAIRPORTS. FAA recommends against locatingcomposting operations on airports. However, whenthey are located on an airport, compostingoperations should not be located closer than thegreater of the following distances: 1,200 feet fromany aircraft movement area, loading ramp, oraircraft parking space; or the distance called for byairport design requirements. This spacing isintended to prevent material, personnel, orequipment from penetrating any Obstacle Free Area(OFA), Obstacle Free Zone (OFZ), ThresholdSiting Surface (TSS), or Clearway (seeAC 150/5300-13, Airport Design). On-airportdisposal of compost by-products is notrecommended for the reasons stated in 2-3.d.

a. Composition of material handled.Components of the compost should never includeany municipal solid waste. Non-food waste such asleaves, lawn clippings, branches, and twigsgenerally are not considered a wildlife attractant.Sewage sludge, wood-chips, and similar materialare not municipal solid wastes and may be used ascompost bulking agents.

b. Monitoring on-airport composting op-erations. If composting operations are to belocated on airport property, FAA recommends thatthe airport operator monitor composting operationsto ensure that steam or thermal rise does not affectair traffic in any way. Discarded leaf disposal bagsor other debris must not be allowed to blow ontoany active airport area. Also, the airport operatorshould reserve the right to stop any operation thatcreates unsafe, undesirable, or incompatibleconditions at the airport.

3-5. ASH DISPOSAL. Fly ash from resourcerecovery facilities that are fired by municipal solidwaste, coal, or wood, is generally considered not tobe a wildlife attractant because it contains noputrescible matter. FAA generally does notconsider landfills accepting only fly ash to bewildlife attractants, if those landfills: aremaintained in an orderly manner; admit no putres-cible-waste of any kind; and are not co-located withother disposal operations.

Since varying degrees of waste consumption areassociated with general incineration, FAA classifiesthe ash from general incinerators as a regular wastedisposal by-product and, therefore, a hazardouswildlife attractant.

3-6. CONSTRUCTION AND DEMOLITION(C&D) DEBRIS LANDFILLS. C&D debris(Class IV) landfills have visual and operationalcharacteristics similar to putrescible-waste disposalsites. When co-located with putrescible-wastedisposal operations, the probability of hazardouswildlife attraction to C&D landfills increasesbecause of the similarities between these disposalactivities.

FAA generally does not consider C&D landfills tobe hazardous wildlife attractants, if those landfills:are maintained in an orderly manner; admit noputrescible-waste of any kind; and are not co-located with other disposal operations.

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3-7. WATER DETENTION OR RETENTIONPONDS. The movement of storm water away fromrunways, taxiways, and aprons is a normal functionon most airports and is necessary for safe aircraftoperations. Detention ponds hold storm water forshort periods, while retention ponds hold waterindefinitely. Both types of ponds control runoff,protect water quality, and can attract hazardouswildlife. Retention ponds are more attractive tohazardous wildlife than detention ponds becausethey provide a more reliable water source.

To facilitate hazardous wildlife control, FAArecommends using steep-sided, narrow, linearly-shaped, rip-rap lined, water detention basins ratherthan retention basins. When possible, these pondsshould be placed away from aircraft movementareas to minimize aircraft-wildlife interactions. Allvegetation in or around detention or retentionbasins that provide food or cover for hazardouswildlife should be eliminated.

If soil conditions and other requirements allow,FAA encourages the use of underground stormwater infiltration systems, such as French drains orburied rock fields, because they are less attractiveto wildlife.

3-8. LANDSCAPING. Wildlife attraction tolandscaping may vary by geographic location.FAA recommends that airport operators approachlandscaping with caution and confine it to airportareas not associated with aircraft movements. Alllandscaping plans should be reviewed by a wildlifedamage management biologist. Landscaped areasshould be monitored on a continuing basis for thepresence of hazardous wildlife. If hazardouswildlife is detected, corrective actions should beimplemented immediately.

3-9. GOLF COURSES. Golf courses may bebeneficial to airports because they provide openspace that can be used for noise mitigation or byaircraft during an emergency. On-airport golfcourses may also be a concurrent use that providesincome to the airport.

Because of operational and monetary benefits, golfcourses are often deemed compatible land uses onor near airports. However, waterfowl (especiallyCanada geese) and some species of gulls areattracted to the large, grassy areas and open waterfound on most golf courses. Because waterfowland gulls occur throughout the U.S., FAA recom-mends that airport operators exercise caution andconsult with a wildlife damage managementbiologist when considering proposals for golf

course construction or expansion on or nearairports. Golf courses should be monitored on acontinuing basis for the presence of hazardouswildlife. If hazardous wildlife is detected,corrective actions should be implementedimmediately.

3-10. AGRICULTURAL CROPS. As notedabove, airport operators often promote revenue-generating activities to supplement an airport'sfinancial viability. A common concurrent use isagricultural crop production. Such use may createpotential hazards to aircraft by attracting wildlife.Any proposed on-airport agricultural operationsshould be reviewed by a wildlife damagemanagement biologist. FAA generally does notobject to agricultural crop production on airportswhen: wildlife hazards are not predicted; theguidelines for the airport areas specified in 3-10.a-f.are observed; and the agricultural operation isclosely monitored by the airport operator orsponsor to ensure that hazardous wildlife are not at-tracted.

NOTE: If wildlife becomes a problem due to on-airport agricultural operations, FAA recommendsundertaking the remedial actions described in3-10.f.

a. Agricultural activities adjacent torunways. To ensure safe, efficient aircraftoperations, FAA recommends that no agriculturalactivities be conducted in the Runway Safety Area(RSA), OFA, and the OFZ (see AC 150/5300-13).

b. Agricultural activities in areasrequiring minimum object clearances. Restrictingagricultural operations to areas outside the RSA,OFA, OFZ, and Runway Visibility Zone (RVZ)(see AC 150/5300-13) will normally provide theminimum object clearances required by FAA'sairport design standards. FAA recommends thatfarming operations not be permitted within areascritical to the proper operation of localizers, glideslope indicators, or other visual or electronicnavigational aids. Determinations of minimal areasthat must be kept free of farming operations shouldbe made on a case-by-case basis. If navigationalaids are present, farm leases for on-airport agri-cultural activities should be coordinated with FAA'sAirway Facilities Division, in accordance withFAA Order 6750.16, Siting Criteria for InstrumentLanding Systems.

NOTE: Crop restriction lines conforming to thedimensions set forth in Table 2 will normallyprovide the minimum object clearance required by

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FAA airport design standards. The presence ofnavigational aids may require expansion of therestricted area.

c. Agricultural activities within anairport's approach areas. The RSA, OFA, andOFZ all extend beyond the runway shoulder andinto the approach area by varying distances. TheOFA normally extends the farthest and is usuallythe controlling surface. However, for somerunways, the TSS (see AC 150/5300-13,Appendix 2) may be more controlling than theOFA. The TSS may not be penetrated by anyobject. The minimum distances shown in Table 2are intended to prevent penetration of the OFA,OFZ, or TSS by crops or farm machinery.

NOTE: Threshold Siting standards should not beconfused with the approach areas described inTitle 14, Code of Federal Regulations, Part 77,(14 CFR 77), Objects Affecting NavigableAirspace.

d. Agricultural activities betweenintersecting runways. FAA recommends that noagricultural activities be permitted within the RVZ.If the terrain is sufficiently below the runwayelevation, some types of crops and equipment maybe acceptable. Specific determinations of what ispermissible in this area requires topographical data.For example, if the terrain within the RVZ is levelwith the runway ends, farm machinery or cropsmay interfere with a pilot’s line-of-sight in theRVZ.

e. Agricultural activities in areasadjacent to taxiways and aprons. Farmingactivities should not be permitted within a taxiway'sOFA. The outer portions of aprons are frequentlyused as a taxilane and farming operations shouldnot be permitted within the OFA. Farmingoperations should not be permitted betweenrunways and parallel taxiways.

f. Remedial actions for problematicagricultural activities. If a problem withhazardous wildlife develops, FAA recommends thata professional wildlife damage managementbiologist be contacted and an on-site inspection beconducted. The biologist should be requested todetermine the source of the hazardous wildlifeattraction and suggest remedial action. Regardlessof the source of the attraction, prompt remedialactions to protect aviation safety are recommended.The remedial actions may range from choosinganother crop or farming technique to completetermination of the agricultural operation.

Whenever on-airport agricultural operations arestopped due to wildlife hazards or annual harvest,FAA recommends plowing under all crop residueand harrowing the surface area smooth. This willreduce or eliminate the area's attractiveness toforaging wildlife. FAA recommends that thisrequirement be written into all on-airport farm usecontracts and clearly understood by the lessee.

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SECTION 4. NOTIFICATION OF FAA ABOUT HAZARDOUS WILDLIFEATTRACTANTS ON OR NEAR AN AIRPORT.

4-1. GENERAL. Airport operators, landdevelopers, and owners should notify the FAA inwriting of known or reasonably foreseeable landuse practices on or near airports that either attractor may attract hazardous wildlife. This sectiondiscusses those notification procedures.

4-2. NOTIFICATION REQUIREMENTSFOR WASTE DISPOSAL SITE OPERATIONS.The Environmental Protection Agency (EPA)requires any operator proposing a new or expandedwaste disposal operation within 5 statute miles of arunway end to notify the appropriate FAA RegionalAirports Division Office and the airport operator ofthe proposal (40 CFR 258, Criteria for MunicipalSolid Waste Landfills, section 258.10, AirportSafety). The EPA also requires owners or operatorsof new municipal solid waste landfill (MSWLF)units, or lateral expansions of existing MSWLFunits that are located within 10,000 feet of anyairport runway end used by turbojet aircraft orwithin 5,000 feet of any airport runway end usedonly by piston-type aircraft, to demonstratesuccessfully that such units are not hazards toaircraft.

a. Timing of Notification. When new orexpanded MSWLFs are being proposed nearairports, MSWLF operators should notify theairport operator and the FAA of this as early aspossible pursuant to 40 CFR Part 258. Airportoperators should encourage the MSWLF operatorsto provide notification as early as possible.

NOTE: AC 150/5000-3 provides information onthese FAA offices.

b. Putrescible-Waste Facilities. In theireffort to satisfy the EPA requirement, someputrescible-waste facility proponents may offer toundertake experimental measures to demonstratethat their proposed facility will not be a hazard toaircraft. To date, the ability to sustain a reduction inthe numbers of hazardous wildlife to levels that ex-isted before a putrescible-waste landfill beganoperating has not been successfully demonstrated.For this reason, demonstrations of experimentalwildlife control measures should not be conductedin active aircraft operations areas.

c. Other Waste Facilities. To claim suc-cessfully that a waste handling facility sited withinthe separations identified in the siting criteria in 1-3

does not attract hazardous wildlife and does notthreaten aviation, the developer must establishconvincingly that the facility will not handleputrescible material other than that as outlined in3-2. FAA requests that waste site developersprovide a copy of an official permit requestverifying that the facility will not handleputrescible material other than that as outlined in3-2. FAA will use this information to determine ifthe facility will be a hazard to aviation.

4-3. NOTIFYING FAA ABOUT OTHERWILDLIFE ATTRACTANTS. While U. S. EPAregulations require landfill owners to providenotification, no similar regulations requirenotifying FAA about changes in other land usepractices that can create hazardous wildlifeattractants. Although it is not required byregulation, FAA requests those proposing land usechanges such as those discussed in 2-3, 2-4, and 2-5to provide similar notice to the FAA as early in thedevelopment process as possible. Airport operatorsthat become aware of such proposed developmentin the vicinity of their airports should also notifythe FAA. The notification process gives the FAAan opportunity to evaluate the effect of a particularland use change on aviation safety.

The land use operator or project proponent may useFAA Form 7460-1, Notice of Proposed Con-struction or Alteration, or other suitable documentsto notify the appropriate FAA Regional AirportsDivision Office.

It is helpful if the notification includes a 15-minutequadrangle map of the area identifying the locationof the proposed activity. The land use operator orproject proponent should also forward specificdetails of the proposed land use change oroperational change or expansion. In the case ofsolid waste landfills, the information shouldinclude the type of waste to be handled, how thewaste will be processed, and final disposalmethods.

4-5. FAA REVIEW OF PROPOSED LANDUSE CHANGES.

a. The FAA discourages the developmentof facilities discussed in section 2 that will belocated within the 5,000/10,000-foot criteria in 1-3.

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b. For projects which are located outsidethe 5,000/10,000-foot criteria, but within 5 statutemiles of the airport’s aircraft movement areas,loading ramps, or aircraft parking areas, FAA mayreview development plans, proposed land usechanges, operational changes, or wetland mitigationplans to determine if such changes present potentialwildlife hazards to aircraft operations. Sensitiveairport areas will be identified as those that lieunder or next to approach or departure airspace.This brief examination should be sufficient todetermine if further investigation is warranted.

c. Where further study has been conductedby a wildlife damage management biologist to eval-uate a site's compatibility with airport operations,the FAA will use the study results to make itsdetermination.

d. FAA will discourage the developmentof any excepted sites (see Section 3) within thecriteria specified in 1-3 if a study shows that thearea supports hazardous wildlife species.

4-6. AIRPORT OPERATORS. Airportoperators should be aware of proposed land usechanges, or modification of existing land uses, thatcould create hazardous wildlife attractants withinthe separations identified in the siting criteria in1-3. Particular attention should be given toproposed land uses involving creation or expansionof waste water treatment facilities, development ofwetland mitigation sites, or development orexpansion of dredge spoil containment areas.

a. AIP-funded airports. FAArecommends that operators of AIP-funded airports,to the extent practicable, oppose off-airport landuse changes or practices (within the separationsidentified in the siting criteria in 1-3) that mayattract hazardous wildlife. Failure to do so couldplace the airport operator or sponsor innoncompliance with applicable grant assurances.

FAA recommends against the placement of airportdevelopment projects pertaining to aircraftmovement in the vicinity of hazardous wildlifeattractants. Airport operators, sponsors, andplanners should identify wildlife attractants and anyassociated wildlife hazards during any planningprocess for new airport development projects.

b. Additional coordination. If, after theinitial review by FAA, questions remain about theexistence of a wildlife hazard near an airport, theairport operator or sponsor should consult a wildlifedamage management biologist. Such questionsmay be triggered by a history of wildlife strikes atthe airport or the proximity of the airport to awildlife refuge, body of water, or similar featureknown to attract wildlife.

c. Specialized assistance. If the servicesof a wildlife damage management biologist arerequired, FAA recommends that land usedevelopers or the airport operator contact theappropriate state director of the United StatesDepartment of Agriculture/Animal Damage Control(USDA/ADC), or a consultant specializing inwildlife damage management. Telephone numbersfor the respective USDA/ADC state offices may beobtained by contacting USDA/ADC's OperationalSupport Staff, 4700 River Road, Unit 87,Riverdale, MD, 20737-1234, Telephone(301) 734-7921, Fax (301) 734-5157. The ADCbiologist or consultant should be requested toidentify and quantify wildlife common to the areaand evaluate the potential wildlife hazards.

d. Notifying airmen. If an existing landuse practice creates a wildlife hazard, and the landuse practice or wildlife hazard cannot be immedi-ately eliminated, the airport operator should issue aNotice to Airmen (NOTAM) and encourage theland owner or manager to take steps to control thewildlife hazard and minimize further attraction.

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APPENDIX 1. DEFINITIONS OF TERMS USED IN THIS ADVISORY CIRCULAR.

1. GENERAL. This appendix providesdefinitions of terms used throughout this AC.

a. Aircraft movement area. Therunways, taxiways, and other areas of an airportwhich are used for taxiing or hover taxiing, airtaxiing, takeoff, and landing of aircraft exclusive ofloading ramps and aircraft parking areas.

b. Airport operator. The operator (privateor public) or sponsor of a public use airport.

c. Approach or departure airspace. Theairspace, within 5 statute miles of an airport,through which aircraft move during landing ortakeoff.

d. Concurrent use. Aeronautical propertyused for compatible non-aviation purposes while atthe same time serving the primary purpose forwhich it was acquired; and the use is clearly bene-ficial to the airport. The concurrent use shouldgenerate revenue to be used for airport purposes(see Order 5190.6A, Airport ComplianceRequirements, sect. 5h).

e. Fly ash. The fine, sand-like residueresulting from the complete incineration of anorganic fuel source. Fly ash typically results fromthe combustion of coal or waste used to operate apower generating plant.

f. Hazardous wildlife. Wildlife species thatare commonly associated with wildlife-aircraftstrike problems, are capable of causing structuraldamage to airport facilities, or act as attractants toother wildlife that pose a wildlife-aircraft strikehazard.

g. Piston-use airport. Any airport thatwould primarily serve FIXED-WING, piston-powered aircraft. Incidental use of the airport byturbine-powered, FIXED-WING aircraft would notaffect this designation. However, such aircraftshould not be based at the airport.

h. Public-use airport. Any publiclyowned airport or a privately-owned airport used orintended to be used for public purposes.

i. Putrescible material. Rotting organicmaterial.

j. Putrescible-waste disposal operation.Landfills, garbage dumps, underwater wastedischarges, or similar facilities where activitiesinclude processing, burying, storing, or otherwisedisposing of putrescible material, trash, and refuse.

k. Runway protection zone (RPZ). Anarea off the runway end to enhance the protectionof people and property on the ground (seeAC 150/5300-13). The dimensions of this zonevary with the design aircraft, type of operation, andvisibility minimum.

l. Sewage sludge. The de-wateredeffluent resulting from secondary or tertiarytreatment of municipal sewage and/or industrialwastes, including sewage sludge as referenced inU.S. EPA’s Effluent Guidelines and Standards,40 C.F.R. Part 401.

m. Shoulder. An area adjacent to the edgeof paved runways, taxiways, or aprons providing atransition between the pavement and the adjacentsurface, support for aircraft running off thepavement, enhanced drainage, and blast protection(see AC 150/5300-13).

n. Turbine-powered aircraft. Aircraftpowered by turbine engines including turbojets andturboprops but excluding turbo-shaft rotary-wingaircraft.

o. Turbine-use airport. Any airport thatROUTINELY serves FIXED-WING turbine-powered aircraft.

p. Wastewater treatment facility. Anydevices and/or systems used to store, treat, recycle,or reclaim municipal sewage or liquid industrialwastes, including Publicly Owned TreatmentWorks (POTW), as defined by Section 212 of theFederal Water Pollution Control Act (P.L. 92-500)as amended by the Clean Water Act of 1977(P.L. 95-576) and the Water Quality Act of 1987(P.L. 100-4). This definition includes anypretreatment involving the reduction of the amountof pollutants, the elimination of pollutants, or thealteration of the nature of pollutant properties inwastewater prior to or in lieu of discharging orotherwise introducing such pollutants into aPOTW. (See 40 C.F. R. Section 403.3 (o), (p), &(q)).

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q. Wildlife. Any wild animal, includingwithout limitation any wild mammal, bird, reptile,fish, amphibian, mollusk, crustacean, arthropod,coelenterate, or other invertebrate, including anypart, product, egg, or offspring there of(50 CFR 10.12, Taking, Possession,Transportation, Sale, Purchase, Barter,Exportation, and Importation of Wildlife andPlants). As used in this AC, WILDLIFE includesferal animals and domestic animals while out of thecontrol of their owners (14 CFR 139.3,Certification and Operations: Land AirportsServing CAB-Certificated Scheduled Air CarriersOperating Large Aircraft (Other ThanHelicopters)).

r. Wildlife attractants. Any human-madestructure, land use practice, or human-made ornatural geographic feature, that can attract orsustain hazardous wildlife within the landing ordeparture airspace, aircraft movement area, loadingramps, or aircraft parking areas of an airport.These attractants can include but are not limited toarchitectural features, landscaping, waste disposalsites, wastewater treatment facilities, agricultural oraquacultural activities, surface mining, or wetlands.

s. Wildlife hazard. A potential for adamaging aircraft collision with wildlife on or nearan airport (14 CFR 139.3).

2. RESERVED.


APPENDIX 10. FAA Certalert 98-05: Grasses Attractive to Hazardous Wildlife (1 page) Note: Certalerts, Advisory Circulars and regulations are frequently changed or updated, always verify that the version attached herein is the most current. Contact FAA or Wildlife Services (see directory in Chapter 9) or consult the FAA website at http://wildlife-mitigation.tc.faa.gov/public_html/index.html for the latest version.

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C E R T A L E R T

ADVISORY CAUTIONARY NON-DIRECTIVE

FOR INFORMATION, CONTACT AIRPORT WILDLIFE SPECIALIST, AAS-317 (202) 267.3389

DATE: September 21, 1998 No. 98-05

TO: Airport Operators, FAA Airport Certification Safety Inspectors

TOPIC: Grasses Attractive To Hazardous Wildlife

Recently, several reports have been received of airport owners or airport contractors planting disturbed areas (construction sites, re-grading projects, etc) with seed mixtures containing brown-top millet. All millets are a major attractant to doves and other seed eating birds.

Doves can be a major threat to aircraft safety. In the United States, between 1991 and 1997, doves were involved in 11% of all reported bird/aircraft strikes, 8% of the reported strikes that resulted in aircraft down time, and 8% of the reported strikes causing aircraft damage or other associated monetary losses.

Airport operators should ensure that grass species and other varieties of plants attractive to hazardous wildlife are not used on the airport. Disturbed areas or areas in need of re-vegetating should not be planted with seed mixtures containing millet or any other large-seed producing grass.

For airport property already planted with seed mixtures containing millet or other large-seed producing grasses, it is recommended that disking, plowing, or other suitable agricultural practice be employed to prevent plant maturation and seed head production.

For specific recommendations on grass management and seed selection, contact the State University Cooperative Extension Service, or the local office of the USDA, Wildlife Services.

Benedict D. Castellano, Manager September 21, 1998Airport Safety and Compliance Branch


APPENDIX 11. FAA Advisory Circular no. 150/5300-13 (Table A17-1): Minimum Distances Between Certain Airport Features and Any On-Airport Agricultural Crops (1 page). Note: Certalerts, Advisory Circulars and regulations are frequently changed or updated, always verify that the version attached herein is the most current. Contact FAA or Wildlife Services (see directory in Chapter 9) or consult the FAA website at http://wildlife-mitigation.tc.faa.gov/public_html/index.html for the latest version.

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AC 150/5300-13 CHG 10 9/29/06 Appendix 17

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Appendix 17. MINIMUM DISTANCES BETWEEN CERTAIN AIRPORT FEATURES AND ANY ON-AIRPORT AGRICULTURE CROPS

Table A17-1. Minimum Distances Between Certain Airport Features and Any On-Airport Agriculture Crops

Distance in Feet From Runway Centerline to

Crop

Distance in Feet From Runway End to Crop Aircraft Approach

Category and Design Group 1 Visual &

> ¾ mile < ¾ mile Visual & > ¾ mile < ¾ mile

Distance in Feet from

Centerline of Taxiway to

Crop

Distance in Feet from Edge of

Apron to Crop

Category A & B Aircraft

Group I 200 2 400 3003 600 45 40

Group II 250 400 4003 600 66 58

Group III 400 400 600 800 93 81

Group IV 400 400 1,000 1,000 130 113

Category C, D, & E Aircraft

Group I 530 3 575 3 1,000 1,000 45 40

Group II 530 3 575 3 1,000 1,000 66 58

Group III 530 3 575 3 1,000 1,000 93 81

Group IV 530 3 575 3 1,000 1,000 130 113

Group V 530 3 575 3 1,000 1,000 160 138

Group VI 530 3 575 3 1,000 1,000 193 167

1. Design Groups are based on wing span or tail height, and Category depends on approach speed of the aircraft as shown below:

Design Group Category Group I: Wing span up to 49 ft. Category A: Speed less than 91 knots Group II Wing span 49 ft. up to 73 ft. Category B: Speed 91 knots up to 120 knots Group III: Wing span 79 ft. up to 117 ft. Category C: Speed 121 knots up to 140 knots Group IV: Wing span 113 ft. up to 170 ft. Category D: Speed 141 knots up to 165 knots Group V: Wing span 171 ft. up to 213 ft. Category E: Speed 166 knots or more Group VI: Wing span 214 ft. up to 261 ft.

2. If the runway will only serve small airplanes (12,500 lb. and under) in Design Group I, this dimension may be reduced to 125

feet; however, this dimension should be increased where necessary to accommodate visual navigational aids that may be installed. For example, farming operations should not be allowed within 25 feet of a Precision Approach Path Indicator (PAPI) light box.

3. These dimensions reflect the Threshold Siting Surface (TSS) as defined in AC 150/5300-13, Appendix 2. The TSS cannot be

penetrated by any object. Under these conditions, the TSS is more restrictive than the OFA, and the dimensions shown here are to prevent penetration of the TSS by crops and farm machinery.


APPENDIX 12. State and Federal Depredation Permits. (2 pages)



APPENDIX 13. Wildlife Incident Report for RNO. (1 page)


WILDLIFE INCIDENT REPORT RNO Airport

(To be filled out in the event of an animal carcass being found on the airfield without information as to time and cause of death.)

Date Found: / / Time Found: Reported by (if applicable): Specific Location: Weather Condition (circle one): DRY / RAIN / SNOW Approximate Temperature: Wind Speed/Direction: mph / Species of Carcass (if known): Size of Carcass (if species not known): SMALL / MEDIUM / LARGE Condition of Carcass (mark one): FOUND ALIVE / FRESH DEAD / EXTENDED DEAD / DETERIORATED Recovered by: Title: Attach Photo if Available Submit form to Airport Operations for inclusion in Daily Wildlife Activity Report.


APPENDIX 14. FAA Certalert 04-16 Deer Hazard to Aircraft and Deer Fencing (2 pages). Note: Certalerts, Advisory Circulars and regulations are frequently changed or updated, always verify that the version attached herein is the most current. Contact FAA or Wildlife Services (see directory in Chapter 9) or consult the FAA website at http://wildlife-mitigation.tc.faa.gov/public_html/index.html for the latest version.


C E R T A L E R T

ADVISORY CAUTIONARY NON-DIRECTIVE AIRPORT SAFETY AND OPERATIONS DIVISION AAS-300

FOR INFORMATION, CONTACT Ed Cleary, (202) 267-3389, AAS-300 (202) 267-3389

Date: 12/13/2004 No. 04-16To: Airport Operators, FAA Airport Certification Safety Inspectors Topic: Deer Hazard to Aircraft and Deer Fencing

CANCELLATION:

Certalert 01-01. Deer Aircraft Hazard, dated February 1, 2001; and Certalert 02-09. Alternative Deer Fencing, dated December 12, 2002, are cancelled.

BACKGROUND

Elevated deer populations in the United States represent an increasingly serious threat to both Commercial and General Aviation Aircraft. It is currently estimated that there over 26 million deer in the United States. Because of increasing urbanization and rapidly expanding deer populations, deer are adapting to human environments, especially around airports, where they often find food and shelter. From 1990 to 2004, over 650 deer-aircraft collisions were reported to the Federal Aviation Administration (FAA). Of these reports, over 500 indicated the aircraft was damaged as a result of the collision.

In light of recent incidents where a Learjet landing at an airport in Alabama and a Learjet departing an airport in Oregon were destroyed after colliding with deer or elk, airport operators are reminded of the importance of controlling deer and other wild ungulates on and around airfields.

PURPOSE

Proper fencing is the best way of keeping deer off aircraft movement areas. The FAA recommends a 10-12 foot chain link fence with 3-strand barbed wire outriggers. In some cases an airport may be able to use an 8-foot chain link fence with 3-strand barbed outriggers, depending upon the amount of deer activity in a local area.

All fencing must be properly installed and maintained. A 4-foot skirt of chain-link fence material, attached to the bottom of the fence and buried at a 45o angle on the outside of the fence will prevent animals from digging under the fence and reduce the chance of washouts. This type of fencing also greatly increases airport

security and safety. The fence line right-of-way must be kept free of excess vegetation. The fence line should be patrolled at least daily, and any washouts, breaks or other holes in the fence repaired as soon as they are discovered.

Gates should close with less than 6-inch gaps to prevent entry by deer.

When installation of chain link fencing is not feasible due to cost or environmental impacts, other types of fencing may be installed. (Cost alone is not an acceptable reason for rejecting the use of chain link fencing.) In some cases, electric fencing may offer a suitable alternative. Recent improvements in fencing components and design have greatly increased the effectiveness and ease of installation of electric fences. Tests by the USDA, National Wildlife Research Center have shown that some 4 to 6-foot, 5 to 9-strand electric fences designs can be 99% effective at stopping deer. Installation of some of the newer electric fences requires neither specialized equipment nor training and can be accomplished by airport personnel. In limited situations, the use of non-conductive, composite, frangible electric fence posts and fence conductors may allow the installation of electric fence closer to the aircraft movement area than would normally be allowed with standard chain link fencing material.

If deer are observed on or near the aircraft movement area, immediate action must be taken to remove them.

Airport operators can contact the nearest USDA, Wildlife Services Office or the State Wildlife Management Agency for assistance with deer problems.

December 13, 2004

Ben Castellano, Manager Airport Safety & Operations Division Date

DISTRIBUTION

CERTALERT DISTRIBUTION LIST


APPENDIX 15. FAA Advisory Circular No. 150/5200-36: Qualifications for Wildlife Biologist Conducting Wildlife Hazard Assessments and Training Curriculums for Airport Personnel Involved in Controlling Wildlife Hazards on Airports (11 pages) Note: Certalerts, Advisory Circulars and regulations are frequently changed or updated, always verify that the version attached herein is the most current. Contact FAA or Wildlife Services (see directory in Chapter 9) or consult the FAA website at http://wildlife-mitigation.tc.faa.gov/public_html/index.html for the latest version.


U.S. Department of Transportation Federal Aviation Administration

Advisory Circular

Date: June 28, 2006 AC No: 150/5200-36 Subject: Qualifications for Wildlife Biologist Conducting Wildlife Hazard Assessments and Training Curriculums for Airport Personnel Involved in Controlling Wildlife Hazards on Airports

Initiated by: AAS-300

1. Purpose.

This Advisory Circular (AC) describes the qualifications for wildlife biologists who conduct Wildlife Hazard Assessments for airports certificated under Title 14, Code of Federal Regulations, Part 139 (14 CFR, Part 139). In addition, it addresses the minimum wildlife hazard management curriculum for the initial and recurrent training of airport personnel involved in implementing a Federal Aviation Administration (FAA) approved Wildlife Hazard Management Plan.

2. Background.

Wildlife biologists conducting Wildlife Hazard Assessments or presenting training for airport personnel actively involved in implementing FAA approved Wildlife Hazard Management Plans at certificated airports must have professional training and/or experience in wildlife hazard management at airports [§139.337(c) and (f)(7)]. Airport personnel actively involved in implementing FAA approved Wildlife Hazard Management Plans must receive initial training and, every 12 consecutive months after that, recurrent training [§139.303(c) and (e) (Personnel)].

3. Applicability. The Federal Aviation Administration (FAA) recommends that public-use airport operators fulfill the standards and practices contained in this AC. The holders of Airport Operating Certificates issued under Part 139, Subpart D, may use the standards, practices, and recommendations contained in this AC to comply with the wildlife hazard management requirements of Part 139. The FAA also recommends the guidance in this AC for persons wishing to conduct Wildlife Hazard Assessments and for those who help prepare Wildlife Hazard Management Plans or conduct the requisite training.

June 28, 2006 AC 150/5200-36

4. Related Reading Material.

Please review the most recent versions of the following documents:

a. FAA AC 150/5200-18C, Airport Safety Self-Inspection.

b. FAA AC 150/5200-32A, Reporting Wildlife Aircraft Strikes.

c. FAA AC 150/5200-33A, Hazardous Wildlife Attractions on or Near Airports.

d. FAA AC 150/5200-34A, Construction or Establishment of Landfills Near Public Airports.

e. FAA Office of Safety and Standards, Certalert no. 98-05. Grasses Attractive to Hazardous Wildlife.

f. FAA Office of Safety and Standards, Certalert no. 04-09, Relationship Between FAA and WS.

g. FAA Office of Safety and Standards, Certalert no. 04-16, Deer Hazard to Aircraft and Deer Fencing.

h. Cleary, E. C., R. A. Dolbeer, and S. E. Wright. .Wildlife Strikes to Civil Aircraft in the United States. FAA National Wildlife Aircraft Strike Database Serial Reports.

i. Cleary, E. C. and R. A. Dolbeer. 2005. Wildlife Hazard Management at Airports: A Manual for Airport Operators. 2nd Ed. FAA, Office of Airport Safety and Standards, Washington, DC. 347 pages.

j. Report to Congress: Potential Hazards to Aircraft by Locating Waste Disposal Sites in the Vicinity of Airports, April 1996, DOT/FAA/AS/96-1.

k. Title 14, Code of Federal Regulation, Part 139, Certification of Airports.

l. Title 40, Code of Federal Regulation, Part 258, Criteria for Municipal Solid Waste Landfills.

Some of these documents and other information on wildlife management, including FAA Certalerts and guidance on siting hazardous wildlife attractants such as landfills, are available on the FAA website at http://www.faa.gov/airports_airtraffic/airports/ or http://wildlife-mitigation.tc.faa.gov/.

5. Professional Qualifications of Wildlife Biologists Conducting Wildlife Hazard Assessments and Wildlife Hazard Management Training at FAA Certificated Airports. Wildlife biologists conducting airport Wildlife Hazard Assessments must meet certain education, training, and experience standards.

§139.337(c) reads: Wildlife Hazard Assessment required in paragraph (b) of this section shall be conducted by a wildlife damage management biologist who has professional training and/or experience in wildlife hazard management at airports or an individual working under direct supervision of such an individual.

Airports with an FAA approved Wildlife Hazard Management Plan must provide employees the training needed to carryout the Plan.

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AC 150/5200-36 June 28, 2006

§139.337(f)(7) reads: A training program conducted by a qualified wildlife damage management biologist to provide airport personnel with the knowledge and skills needed to successfully carry out the Wildlife Hazard Management Plan required by paragraph (d) of this section.

To meet the requirements of §139.337(c) and (f)(7), wildlife management biologist (from now on referred to as a “qualified airport wildlife biologist”) must:

a. Have the necessary academic coursework from accredited institutions and work experience to meet the qualifications of a GS-0486 series wildlife biologist as defined by the U.S. Office of Personnel Management classification standards (Appendix A); or be designated as a Certified Wildlife Biologist by The Wildlife Society (http://www.wildlife.org) and,

b. Have taken and passed an airport wildlife hazard management training course acceptable to the FAA Administrator (Appendix B1) and,

c. While working under the direct supervision of a qualified airport wildlife biologist, have conducted at least one Wildlife Hazard Assessment acceptable to the FAA Administrator (as described in §139.337(c)). and,

d. Have successfully complete at least one of the following within the past 3 years:

(1) An airport wildlife hazard management training course that is acceptable to the FAA Administrator (Appendix B) or,

(2) Attendance, as a registered participant, at a joint Bird Strike Committee–USA/Bird Strike Committee–Canada annual meeting, or,

(3) Other training acceptable to the FAA Administrator.

Persons wishing to conduct Wildlife Hazard Assessments or provide the requisite training should provide the Certificate Holder documentation verifying they meet the requirements outlined in 5 a – d above.

6. Initial and Recurrent Training for Airport Personnel Actively Involved in Managing Hazardous Wildlife On or Near Airports. Personnel actively involved in implementing FAA approved Wildlife Hazard Management Plans are subject to the requirements of 14 CFR Part 139.303. §139.303 requires a specific training regimen for all airport personnel. §139.303(c) and (e) requires the holder of an Airport Operating Certificate issued under Part 139 to provide initial training and, every 12 months thereafter, recurrent training in wildlife hazard management to airport personnel actively involved in implementing FAA approved Wildlife Hazard Management Plans. The required training must include, “Any additional subject areas required under … §139.337 … ” [§139.303(c)(5)]. And, “As appropriate, comply with the following training requirements of this part. … §139.337, Wildlife Hazard Management.” [§139.303(e)(5)]

1 Appendix B also contains instruction for those wishing to establish a training program to train wildlife biologist for designation as “qualified airport wildlife biologist” by the FAA Administrator.

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June 28, 2006 AC 150/5200-36

§139.303(c) and (e) describe the minimum areas covered during initial and recurrent airport wildlife hazard management training. Depending on local wildlife and environmental issues, additional topics or more in-depth coverage of listed topics, might be needed. Appendix C outlines the training requirements for airport personnel who carry out an airport’s Wildlife Hazard Management Plan. Initial and recurrent training must be at least 8 hours in length.

§139.337(f) does not prohibit holders of Airport Operating Certificates from using a “train-the-trainer” approach when providing the requisite training, provided the trainers receive and successfully complete their initial and recurrent training from a qualified airport wildlife biologist.

Remember, holders of Airport Operating Certificates issued under Part 139 are required to make and keep records of all training for airport personnel involved in controlling wildlife hazards [§139.303(d)].

David L. Bennett Director, Office of Airport Safety and Standards

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AC 150/5200-36 June 28, 2006

Appendix A.

U.S. Office of Personnel Management Qualification Standards for GS-0486 Series Wildlife Biologists. To be qualified as a GS-0486 series wildlife biologist, a candidate must have the following:

1. A degree in biological science that includes—

a. At least 9 semester hours in such wildlife subjects as mammalogy, ornithology, animal ecology, and wildlife management or research courses in the field of wildlife biology; and

b. At least 12 semester hours in zoology in such subjects as general zoology, invertebrate zoology, vertebrate zoology, comparative anatomy, physiology, genetics, ecology, cellular biology, parasitology, and entomology or research courses in these subjects (excess courses in wildlife biology may be used to meet the zoology requirements where appropriate); and

c. At least 9 semester hours in botany or the related plant sciences; or

2. A combination of education and experience equivalent to a major in biological science (i.e., at least 30 semester hours), with at least 9 semester hours in wildlife subjects, 12 semester hours in zoology, and 9 semester hours in botany or related plant science, as shown in “a” above, plus appropriate experience or additional education.

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June 28, 2006 AC 150/5200-36

Appendix B.

1. Curriculum Outline for an Airport Wildlife Hazard Management Course, Acceptable to the FAA Administrator, for Personnel Conducting Wildlife Hazard Assessments, or Providing Training to Personnel Actively Involved in Implementing FAA Approved Wildlife Hazard Management Plans. A list of training program providers acceptable to the FAA Administrator can be found at the FAA’s wildlife strike web page: http://wildlife-mitigation.tc.faa.gov.

Links to the most recent versions of FAA regulations, FAA Advisory Circulars, Certalerts, and other documents relevant to wildlife hazard management issues can be found at http://www.faa.gov/airports_airtraffic/airports/ and http://wildlife-mitigation.tc.faa.gov/.

Those proposing to establish a program to train qualified airport wildlife biologist to meet the requirements of Title 14, Code of Federal Regulations, §139.337 must submit a complete training syllabus and instructor vita to the FAA. The syllabus must include all lesson plans, student handouts, and graphic presentations. Submit the material to:

FAA Staff Wildlife Biologist, AAS-300 Office of Airport Safety and Standards Federal Aviation Administration, 800 Independence Ave. SW. Washington, DC 20591

The goal of the training must be to provide the knowledge, skills, and abilities needed by a GS-0486 wildlife biologist to conduct Wildlife Hazard Assessments [§139.337(c)], and to conduct wildlife hazard training [§139.337(f)(7)]. To be acceptable to the FAA, the course must be at least 24 hours in length and include the agenda items below.

2. Instructor Qualifications. The lead instructor for the training should have the following qualifications:

a. Be a qualified airport wildlife biologist

b. Academic credits in education or instructor/teaching experience

c. A minimum of 2 years experience in all aspects of managing hazardous wildlife on or near airports

3. Training Curriculum Outline. a. Training goals and process

b. Airport familiarization

(1) Introduction to the National Plan of Integrated Airport Systems

(2) Airport design and layout

(3) Navigation aids and Air Traffic Control

(4) Airport operations and safety

(5) Signs, marking, and lighting

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AC 150/5200-36 June 28, 2006

(6) Ground vehicle operator communication

c. Aircraft familiarization

(1) Physics of a strike

(2) Aircraft nomenclature

(3) Civil aviation aircraft categories

(4) Aircraft engines

(a) Reciprocating

(b) Turbo

(5) Aircraft certification standards

d. Preview of wildlife hazards to aviation

(1) History of major strikes

(2) Aviation losses

(a) Worldwide

(b) United States

e. Controlling laws, regulations and policies

(1) Migratory Bird Treaty Act of 1918, as amended

(2) Animal Damage Control Act of 1931, as amended

(3) Bald Eagle Protection Act of 1940, as amended

(4) Federal Insecticide, Fungicide, and Rodenticide Act of 1948, as amended

(5) National Environmental Policy Act of 1969, as amended

(6) Endangered Species Act of 1973, as amended

(7) Title 14, Code of Federal Regulation, Part 139, Certification of Airports

(8) Title 40, Code of Federal Regulations, Part 258, Criteria for Municipal Solid Waste Landfills

(9) Title 50, Code of Federal Regulations, Parts 1–199, Wildlife Management

(10) Wendell H. Ford Aviation Investment and Reform Act for the 21st Century, Pub. L. No. 106–181 (April 5, 2000), "Structures Interfering with Air Commerce," section 503

(11) Applicable FAA ACs in the 150/5200 series about Airport Wildlife Hazard Management

(12) Applicable FAA Office of Airports Certalerts

(13) Applicable state and local laws, regulations, and ordinances

f. Department of Defense requirements and perspective on military/civilian joint-use airports

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June 28, 2006 AC 150/5200-36

g. Other Federal and State agency roles and responsibilities

(1) U.S. Department of Interior, Fish and Wildlife Service

(a) Role and responsibilities related to managing problem wildlife

(b) Migratory Bird Depredation Permits

(c) Salvage Permits

(2) U.S. Department of Agriculture, Wildlife Services

(a) Role and responsibilities related to managing problem wildlife

(3) Other agencies

(a) U.S. Environmental Protection Agency

i. Siting landfills

ii. Pesticide registration and use

(b) U.S. Army Corps of Engineers

i. Wetlands mitigation

(4) Multi-Federal Agency Memorandum of Agreement

(5) Applicable state wildlife regulations

h. FAA National Wildlife Aircraft Strike Database

(1) Strike reporting

(2) Species identification and feather identification

(3) Database access

i. Environmental issues—working with Federal and State agencies

(1) National Environmental Policy Act

(2) U.S. Army Corps of Engineers (wetland loss and mitigation issues)

j. Initial consultations and Wildlife Hazard Assessments (WHA)

(1) Triggering events for WHA

(2) Duration and contents of WHA

(3) Wildlife surveys at airports to assess wildlife hazards

(4) Data analysis and presentation of results

(5) Writing a WHA

k. FAA review of WHA and determination of need for Wildlife Hazard Management Plan (WHMP)

l. Drafting and carrying out integrated WHMP

(1) Contents of WHMP

(2) FAA review of WHMP

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AC 150/5200-36 June 28, 2006

(3) Endangered Species Act compliance

(4) National Environmental Policy Act review

m. Integrated wildlife hazard management for airports; survey of basic control strategies and tactics

(1) Flight schedule modification

(2) Habitat modification and exclusion

(3) Wildlife dispersal techniques

(4) Wildlife population management

n. Addressing off-airport attractants and community planning and involvement

o. Outline of field trip (to conduct a “mini” WHA)

p. Field trip/site visit

q. Final exam

r. Post exam review

s. Course evaluation

t. Presentation of certificates

4. Recommendations. a. Exams or tests may be oral, written, practical demonstrations, or a combination of all

three.

b. Passing grade/evaluation should be recorded and retained as instructor’s records.

c. Instructors should retain course attendance records for a period of three years.

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June 28, 2006 AC 150/5200-36

Appendix C.

1. Training curriculum outline for airport personnel actively involved in implementing FAA approved Wildlife Hazard Management Plans. The goal of the training course must be to provide the knowledge, skills, and abilities needed by airport personnel to safely and accurately implement relevant portions of an FAA approved Wildlife Hazard Management Plan. To be acceptable to the FAA, initial and recurrent training must be at least 8 hours in length and include the agenda items:

a. General survey of wildlife hazards to aviation based on the most recent annual FAA National Wildlife Strike Database Serial Report.

b. Review of wildlife strikes, control actions, and observations at the airport over at least the past 12 months.

c. Review of the airport’s Wildlife Hazard Assessment, (conducted by a qualified airport wildlife biologist), to include—

(1) Existing wildlife hazards and trends in wildlife abundance.

(2) Status of any open or unresolved recommended action items for reducing identified wildlife hazards to air carrier operations within the past 12 months.

d. Review of the airport’s Wildlife Hazard Management Plan, to include —

(1) Airport-specific wildlife attractants, including man-made and natural features, and habitat management practices of the last 12 months.

(2) Review of the airport’s wildlife permits (local, State, and Federal).

(3) Review of other airport-specific items:

(a) Wildlife hazard management strategies, techniques, and tools —

(i) Flight schedule modification.

(ii) Habitat modification, exclusion.

(iii) Repelling methods.

(iv) Wildlife population management.

(b) Responsibilities of airport personnel for —

(i) Reporting wildlife strikes, control actions, and wildlife observations.

(ii) Communicating with personnel who conduct wildlife control actions or who see wildlife hazards and air traffic control tower personnel and others who may require notification, such as airport operations or maintenance departments.

(iii) Documenting and reporting wildlife hazards seen during patrols and inspections, and follow-up control efforts.

(iv) Documenting and reporting when no hazards are seen during patrols and inspections.

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AC 150/5200-36 June 28, 2006

e. Basic bird and mammal identification, stressing local hazardous and rare or endangered species of concern.

f. For any airport personnel using pyrotechnic launchers or firearms, training on the following topics from a qualified individual2:

(1) Safety, parts, and operation of firearms and pyrotechnic launchers.

(2) Fundamentals of using ammunition and pyrotechnics.

(3) Personnel protective equipment.

(4) Cleaning, storage, and transport of firearms and pyrotechnic launchers.

(5) Applicable local, State, and Federal regulations on firearms, pyrotechnic launchers, and pyrotechnics.

(6) Live fire training with firearms and pyrotechnic launchers.

g. Any other training required by local, State, or Federal regulations.

2. Recommendations.

a. Exams or tests may be oral, written, practical demonstrations, or a combination of all three.

b. The Trainer should retain passing grades/evaluations records.

c. The Trainer should retain course attendance records for a period of three years.

d. Airport personnel charged with responsibility for the airport’s wildlife hazard management program should retain records of those to whom instruction in airport wildlife hazard management has been given for the period of time during which the employee conduct hazardous wildlife management activity on the airport and for six months after termination of employment.

2 State Certificated Hunter Safety Instructors, police officers, and firearms instructors should be qualified to teach firearms safety and possibly the safe use of pyrotechnic launchers. Pyrotechnics are classified as high explosives by the Bureau of Alcohol Tobacco and Firearms (ATF) and as Division 1.4 explosives by the U.S. Department of Transportation. There are numerous regulations, security considerations, and ATF licensing requirements that apply to pyrotechnics.

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Documents

WILDLIFE HAZARD MANAGEMENT PLAN - renoairport.com...Nov 13, 2018 · RNO Wildlife Hazard Management Plan Date: 8/15/08 −vii− LIST OF ACRONYMS 14 CFR 139 Title 14 Code of Federal