+------------------------------+-----------------+--------------------+
| ![](media/image1.wmf){       | **Advisory\     |                    |
| width="0.6201388888888889in" | Circular**      |                    |
| height                       |                 |                    |
| ="0.6006944444444444in"}U.S. |                 |                    |
| Department\                  |                 |                    |
| of Transportation            |                 |                    |
|                              |                 |                    |
| **Federal Aviation\          |                 |                    |
| Administration**             |                 |                    |
+------------------------------+-----------------+--------------------+
| **Subject: HAZARDOUS         | **Date:**       | **AC No:**         |
| WILDLIFE ATTRACTANTS ON OR   | 8/28/2007       | 150/5200-33B       |
| NEAR AIRPORTS**              |                 |                    |
|                              | **Initiated     | **Change:**        |
|                              | by:** AAS-300   |                    |
+------------------------------+-----------------+--------------------+

**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 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.

![](media/image2.png){width="2.3680555555555554in"
height="0.5493055555555556in"}

DAVID L. BENNETT

Director, Office of Airport Safety

and Standards

+---------------+---------+--------+---------+---------+-------------+
| > Table 1.    |         |        |         |         |             |
| > Ranking of  |         |        |         |         |             |
| > 25 species  |         |        |         |         |             |
| > groups as   |         |        |         |         |             |
| > to relative |         |        |         |         |             |
| > hazard to   |         |        |         |         |             |
| > aircraft    |         |        |         |         |             |
| > (1=most     |         |        |         |         |             |
| > hazardous)  |         |        |         |         |             |
| > based on    |         |        |         |         |             |
| > three       |         |        |         |         |             |
| > criteria    |         |        |         |         |             |
| > (damage,    |         |        |         |         |             |
| > major       |         |        |         |         |             |
| > damage, and |         |        |         |         |             |
| > effec       |         |        |         |         |             |
| t-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]   |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| Species group | Ranking |        |         | Co      | Relative\   |
|               | by      |        |         | mposite | hazard      |
|               | c       |        |         | rank    | score[^3]   |
|               | riteria |        |         | ing[^2] |             |
+---------------+---------+--------+---------+---------+-------------+
|               | Dam     | Major  | Effect  |         |             |
|               | age[^4] | dama   | on      |         |             |
|               |         | ge[^5] | fli     |         |             |
|               |         |        | ght[^6] |         |             |
+---------------+---------+--------+---------+---------+-------------+
| > Deer        | 1       | 1      | 1       | 1       | 100         |
+---------------+---------+--------+---------+---------+-------------+
| > Vultures    | 2       | 2      | 2       | 2       | 64          |
+---------------+---------+--------+---------+---------+-------------+
| > Geese       | 3       | 3      | 6       | 3       | 55          |
+---------------+---------+--------+---------+---------+-------------+
| > Cormor      | 4       | 5      | 3       | 4       | 54          |
| ants/pelicans |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| > Cranes      | 7       | 6      | 4       | 5       | 47          |
+---------------+---------+--------+---------+---------+-------------+
| > Eagles      | 6       | 9      | 7       | 6       | 41          |
+---------------+---------+--------+---------+---------+-------------+
| > Ducks       | 5       | 8      | 10      | 7       | 39          |
+---------------+---------+--------+---------+---------+-------------+
| > Osprey      | 8       | 4      | 8       | 8       | 39          |
+---------------+---------+--------+---------+---------+-------------+
| > Tur         | 9       | 7      | 11      | 9       | 33          |
| key/pheasants |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| > Herons      | 11      | 14     | 9       | 10      | 27          |
+---------------+---------+--------+---------+---------+-------------+
| > Hawks       | 10      | 12     | 12      | 11      | 25          |
| > (buteos)    |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| > Gulls       | 12      | 11     | 13      | 12      | 24          |
+---------------+---------+--------+---------+---------+-------------+
| > Rock pigeon | 13      | 10     | 14      | 13      | 23          |
+---------------+---------+--------+---------+---------+-------------+
| > Owls        | 14      | 13     | 20      | 14      | 23          |
+---------------+---------+--------+---------+---------+-------------+
| > H. lark/s.  | 18      | 15     | 15      | 15      | 17          |
| > bunting     |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| >             | 15      | 16     | 16      | 16      | 16          |
|  Crows/ravens |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| > Coyote      | 16      | 19     | 5       | 17      | 14          |
+---------------+---------+--------+---------+---------+-------------+
| > Mourning    | 17      | 17     | 17      | 18      | 14          |
| > dove        |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| > Shorebirds  | 19      | 21     | 18      | 19      | 10          |
+---------------+---------+--------+---------+---------+-------------+
| > Blackb      | 20      | 22     | 19      | 20      | 10          |
| irds/starling |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| > American    | 21      | 18     | 21      | 21      | 9           |
| > kestrel     |         |        |         |         |             |
+---------------+---------+--------+---------+---------+-------------+
| > Meadowlarks | 22      | 20     | 22      | 22      | 7           |
+---------------+---------+--------+---------+---------+-------------+
| > Swallows    | 24      | 23     | 24      | 23      | 4           |
+---------------+---------+--------+---------+---------+-------------+
| > Sparrows    | 25      | 24     | 23      | 24      | 4           |
+---------------+---------+--------+---------+---------+-------------+
| > Nighthawks  | 23      | 25     | 25      | 25      | 1           |
+---------------+---------+--------+---------+---------+-------------+

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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.

  -----------------------------------------------------------------------
  ![](media/image3.wmf){width="6.5in"
  height="5.497222222222222in"}Figure 1. Separation distances within
  which hazardous wildlife attractants should be avoided, eliminated, or
  mitigated.

  -----------------------------------------------------------------------

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.

**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/](http://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*.*

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.

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 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 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.

**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.
>
> 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.

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

**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/)*](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/](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. 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.

**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.

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
    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 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 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)).

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:

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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.**

[^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 [\>]{.underline} 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.