burns pickup from full bleed - airport magazine · southwest meets technology.” he explained that...

Burnspickup fromAnnual 07Cover 4

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E D I T O R I A L B O A R DWILLIAM G. BARKHAUER

Morristown, New JerseyBRYAN ELLIOTT

Charlottesville, VirginiaBILL HOGAN

Reynolds, Smith, & HillsJAMES E. JOHNSON

Odessa, FloridaRANDY D. POPE

Burns & McDonnell

A A A E B O A R D O F D I R E C T O R S

C H A I RKRYS T. BART, Reno, Nevada

F I R S T V I C E C H A I RJAMES P. ELWOOD, Aspen, Colorado

S E C O N D V I C E C H A I RJOHN K. DUVAL, Boston, Massachusetts

S E C R E T A R Y / T R E A S U R E RJAMES E. BENNETT, Washington, D.C.

F I R S T P A S T C H A I RELAINE ROBERTS, Columbus, Ohio

S E C O N D P A S T C H A I RR. LOWELL PRATTE, Louisville, Kentucky

B O A R D O F D I R E C T O R SSTEPHEN J. ADAMS, JR., Manchester, New Hampshire

LORI L. BECKMAN, Denver, ColoradoJEFF BILYEU, Conroe, Texas

GARY CYR, Springield, MissouriBENJAMIN R. DECOSTA, Atlanta, Georgia

KEVIN A. DILLON, Manchester, New HampshireROD DINGER, Redding, California

LINDA G. FRANKL, Columbus, OhioMICHAEL J. HANEY, Moline, Illinois

GARY L. JOHNSON, Stillwater, OklahomaALEX M. KASHANI, Washington, D.C.

SCOTT MALTA, Atwater, CaliforniaJEFFREY MULDER, Tulsa, Oklahoma

ROBERT P. OLISLAGERS, Englewood, ColoradoLISA A. PYLES, Addison, Texas

WAYNE SHANK, Norfolk, Virgina

C H A P T E R P R E S I D E N T SLEW BLEIWEIS, Louisville, Kentucky

BERN CASE, Medford, OregonGARY JOHNSON, Stillwater, Oklahoma

BRADLEY PENROD, Pittsburgh, PennsylvaniaGARY RICE, Santa Maria, California

ROBERT WORKING, Evansville, Indiana

P O L I C Y R E V I E W C O M M I T T E EWILLIAM G. BARKHAUER, Morristown, New Jersey

THELLA F. BOWENS, San Diego, CaliforniaMARK P. BREWER, Warwick, Rhode Island

TIMOTHY L. CAMPBELL, Baltimore, MarylandCHERYL COHEN-VADER, Denver International Airport

LARRY D. COX, Memphis, TennesseeALFONSO DENSON, Birmingham, AlabamaKENT G. GEORGE, Pittsburgh, Pennsylvania

MICHAEL A. GOBB, Lexington, KentuckySEAN HUNTER, New Orleans. Louisiana

CHARLES J. ISDELL, Philadelphia, PennsylvaniaTHOMAS J. KINTON, JR., Boston, Massachusetts

MARK KRANENBURG, Oklahoma City, OklahomaLYNN F. KUSY, Mesa, Arizona

ERIN M. O’DONNELL, Chicago, IllinoisMORTON V. PLUMB, Anchorage, Alaska

MARK M. REIS, Seattle, WashingtonMAUREEN RILEY, Salt Lake City, Utah

LESTER W. ROBINSON, Detroit, MichiganJAMES R. SMITH, Newport News, Virginia

RICKY SMITH, Cleveland, OhioMARK WEBB, San Antonio, TX

P R E S I D E N TCHARLES M. BARCLAY, Alexandria, Virginia

M A G A Z I N E

Volume 19/ Number 4 | June/July 2007

f e a t u r e s

cover: Wildlife Management(1 of 2) Man Vs. Nature | 27Airports are constantly fighting a high-stakes battle against mother nature’s creatures.

(2 of 2) Striking Developments | 30Increased reporting and better technology are giving industry unparalleled intelligence on bird strike trends.

Court CaseCase Closed | 24In “City of Dania Beach, Florida, et al. v. Federal Aviation Administration,” thecourt holds FAA must follow its own runway use procedures.

Ramp Security Ramp Clampdown | 43Awareness and adherence to policy may help the industry avoid 100-percentemployee physical screening.

Baggage HandlingFirst Person: Catherine Mayer | 48SITA VP – Airport Services Catherine Mayer talks baggage handling technologywith Airport Magazine.

d e p a r t m e n t s

Inner Marker 6

Up Front 9

Market Scan 21

Corporate Outlook 23

Retail Spotlight 37

Measure of the Month 39

Airport Spotlight 40

General Aviation 51

Airport Tech 52

Billboard 54

Plane Sight 58

coming in Airport MagazineInternational security developments (August/September)

Biometric security at airports (December/January 2008)

Architecture/engineering/construction (December/January 2008)

Cover Design: Katy O’Donovan-Peterson

27

30

43

This issue’s Inner Marker features an interest-ing letter from a reader who would like noth-ing more than to do what many of you do:

work at an airport. Read on:

Dear Mr. Broderick,

For the past 15 years, I have constantly heard thatthere is a great need for airport managers. Thatdebate has always left me scratching my headwondering how that could be true. First, let me tellyou about myself.

I decided at the age of 24 that I wanted tomanage airports. I sold my home and moved toFlorida to attend Florida Institute of Technology.Four years later, I graduated with honors and adegree in aviation management. I cannot explainthe excitement, as I started to make contacts andrealize that I may soon reach my goal. Besides thestandard excuses of hiring freezes, I could not finda job. After spending four years and fifty grand onthis education, I was no better off and even hadone manager tell me he just started his career bypicking up trash at the airport he now managed.That made me feel an education in aviation wasworthless.

Fifteen years later, I still have never had thechance to do what I always wanted. Since then, Ihave earned a masters’ degree in logistics andwork at a large corporation in the logistics divi-sion, but I still want to work in aviation. I wouldmove to any airport in the Southeastern U.S. to geta chance, but now being over 40 makes it eventougher to get looked at for positions. I must havesent 400 resumes and I have never gotten any-where with this profession. My question is with theadvanced ages of many of the airport managers,where will all the replacements come from forthese positions?

It is still my hope to work in operations at anairport somewhere in the Southeast. I love avia-tion and want to be involved with it in some way.So, the next time someone says there is a shortageof trained aviation professionals, please let them

know that we are out here waiting for someone togive us a chance.

Regards,

Glenn P. Clinger IIIEasley, S.C.

First, a few thoughts on Mr. Clinger’s letter. WhileI’m not about to challenge the value of an aviationmanagement education, I’m fairly confident in say-ing that one of the best ways to rise through theranks is to start out an airport “picking up trash.”Thanks to efforts like AAAE’s Accreditation andACE programs, airport employees at all levels haveample opportunities to further their educationswithout relying on an aviation management degree.This is one effective way to feed the pipeline,ensuring that airport managers of today will be suc-ceeded by capable managers tomorrow.

Of course, none of this helps aspiring airportworkers, like Mr. Clinger, who can’t catch the breakthey need to get into the business. AAAE offersAirportJobsOnline.com for both recruiters andaspiring job-seekers, but some airports report chal-lenges finding candidates—or the right candidates,at least—for myriad jobs. (One airport even com-missioned our ANTN multimedia division to pro-duce a recruitment video.)

Does your airport have problems filling slots? Areyou getting sufficient applications from qualifiedcandidates when you post job vacancies? If youranswers are “no” and “yes,” respectively, pleaseconsider sharing the secrets to your success withme—and we will consider sharing them, via thesepages, with others who may not be so well off. A

Sean [email protected]

iminner marker

Solving The Recruitment Riddle

Airport Magazine | June/July 20076

E D I T O RSEAN BRODERICK

[email protected]

P U B L I S H E RJOAN LOWDEN

E X E C U T I V E E D I T O RELLEN P. HORTON

D E P U T Y E D I T O RBARBARA COOK

A S S I S T A N T E D I T O RMELISSA BABULA

N E W S E D I T O RHOLLY ACKERMAN

A R T D I R E C T O R

DARYL HUMPHREY

C O N T R I B U T O R S

BRODERICK GRADY

JEFF PRICE

NINA RAO

CLIF STROUD

S T A F F P H O T O G R A P H E RJAMES MARTIN

S T A F F V I C E P R E S I D E N TS A L E S A N D M A R K E T I N G

SUSAN [email protected]

D I R E C T O RS A L E S A N D M A R K E T I N G

MIKE [email protected]

E D I T O R I A L O F F I C E 601 Madison Street, Suite 400

Alexandria, VA 22314(703) 824-0500, Ext. 126

Fax: (703) 820-1395Internet Address: www.aaae.org/magazine

Send editorial materials/press releases to: [email protected]

R E P R I N T I N F O R M A T I O NTHE REPRINT DEPARTMENT

(717) 481-8500

Airport Magazine is published bimonthly by the AAAE Service Corporation Inc.,

a wholly owned subsidiary of the AmericanAssociation of Airport Executives, and the

Airport Research and Development Foundation.

Subscription price for AAAE members is includedin the annual dues. U.S. subscription rate to

non-members is $45 for one year. International ratefor non-members is $75. Single copy price is $10.

Copyright 2007 by AAAE. All rights reserved.

Statements of fact and opinion are theresponsibility of the authors and do not

necessarily reflect the views of AAAEor any of its members or officers.

POSTMASTERSend address changes to:

Airport Magazine601 Madison Street, Suite 400

Alexandria, VA 22314

M A G A Z I N E

Airport Magazine | June/July 2007 7

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up front ufSkybus CEO SpeaksAirports must find ways to reducecosts if they want to attract new low-fare air service and boost passengergrowth. That was the message fromSkybus CEO Bill Diffenderffer in akeynote speech during the 79thAnnual AAAE Conference andExposition in Washington, D.C., inearly June.

He said lower costs allow airlinesto lower their fares, and when faresgo down, passenger traffic increasesdisproportionately. “When an airlinecan get its average one-way faresbelow $100, to $60 or $70 fares,demand starts going off the chart.”

He said the industry needs airportsthat will work with an airline likeSkybus and deliver a facility where

planes can get “down and in and out”in 25 minutes. He added that longtaxi times are a definite deterrent.Also needed are airports that aren’tcaught up in capacity issues whereairlines are forced to “fly around incircles instead of a straight line.”

Addressing Skybus’ businessmodel, Diffenderffer said that whenhe took the helm of the fledgling car-rier in June 2001, he was given sixmonths to raise $80 million. He saidthey succeeded on the basis of “somedramatic promises.”

Diffenderffer explained, “We prom-ised that we’d be able to have a coststructure that was, at the time, 40 per-cent below Southwest’s numbers.That was the big promise. We prom-ised that we could go from zero rev-

enue to $1 billion in revenue insideof five years. Not very many compa-nies do that. We promised we wouldbe able to do a $1 billion IPO withinthree years. And we promised thatwe’d be able to deliver superior cus-tomer service with all of that. Thebasic model was Ryanair meetsSouthwest meets technology.”

He explained that Skybus’ idea ofcustomer service hinges on givingcustomers the things they want.

“Price and schedule are hugelyimportant, but customers care aboutthree other things as well. They careabout on-time performance. Theycare about their bag arriving withthem when they arrive. And theycare, for reasons not entirely clear,about a smile. Skybus is going to try

Mike Gobb, A.A.E., executive director for Lexington (Ky.) Blue Grass Airport, along with wife Kristina and 9-year-old daugh-ter Kirsten, welcome Queen Elizabeth II and husband Prince Philip to Lexington during their recent trip to the U.S.

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won’t be able to serve some marketsdue to costs or distance from the enddestination. For example, he saidthey could not serve New York Citythrough LaGuardia, Kennedy orNewark due to costs and the inabilityto turn aircraft in 25 minutes. He saidSkybus does like StewartInternational Airport in Newburgh,but said the facility, at about twohours from the city, is probably toofar away to be practical.

Asked how Skybus would deal withinconveniences stemming from a“thin” schedule, such as the inabilityto arrive and depart a city on the sameday, Diffenderffer said these would beaddressed by adding planes.However, he noted the carrier wouldwork on schedule diversity first, andschedule density next. He explainedthat the passengers Skybus is wooingaren’t as “schedule-sensitive.”

In response to a question about theeffect the new service is having onvisitor levels in Columbus,Diffenderffer said they have beenastounded by the statistics. Theyanticipated that 90 percent of trafficwould originate in Columbus; howev-er, figures show 75 percent of the car-rier’s passengers actually originateelsewhere, with Columbus as theirfinal destination.

Diffenderffer also told delegatesthat Skybus might consider addinginternational service in the future,though that would not include trans-Atlantic or trans-Pacific flights. Thecarrier would be more interested indestinations in the Caribbean andother relatively close vacation desti-nations.

Diffenderffer concluded by predict-ing a very different airline environ-ment 10 years down the road, “ifSkybus is successful.”

Virgin AmericaCleared To Fly DOT on May 18 granted VirginAmerica Airlines rights to begin oper-ating as a U.S. carrier, after the com-pany modified its ownership and

and do those things better than any-one in the United States.”

He said the carrier would deliverprice at “unbelievable levels,” withevery flight having 10 seats availablefor $10 one way and other one-wayfares below $100, and would deliveron schedule with nonstop servicebetween cities that for the most partdon’t have it.

“And we’re trying and do it on timebecause it’s a very simple operation,”Diffenderffer said. “We use airportslike Port Columbus, like Bellingham[Wash.], where it’s easy to get in andout, where you can do 25 minuteturns, where you have utilizationcapability of up to 15 hours a day foryour airplanes. Airplanes should beflying you more than they’re drivingyou, or more than they’re being usedas something to stand at a jetway. Ifthe airplane’s not up in the air flyingin a straight line, it’s not making youany money. It’s costing you vastamounts of money.”

He also praised Elaine Roberts,A.A.E., CEO of the ColumbusRegional Airport Authority, for herhelp in getting Skybus off the ground.

“We had the great good luck of hav-ing an Elaine Roberts, somebody whotruly understood that there was aneed—an opportunity to do some-thing different,” Diffenderffer said.“She saw a business model, rough asit was, and said ‘I am going to helpback this.’ She brought it to themayor, the mayor brought to the busi-ness communities. This was the earlyfoundation of Skybus, and it was notdone, really, by the airline.

“It was done by the leader of an air-port, who saw the fact that they hadcapacity to do much more,” he con-tinued. “She saw that the fares wereincredibly high. She saw that most ofthe planes going in and out were RJsand most of her flights were actuallyconnections to somewhere. Not near-ly enough nonstops. This is what shesaw. This is what she did: she helpeddrive this forward. And,” he told del-egates, “what’s so important aboutthis is you all have this within you.”

Diffenderffer noted that Skybus

management structure to meet U.S.citizenship tests as outlined underfederal law.

Virgin America substantially revisedits application after DOT last yearissued an initial tentative decision thatfound that the company failed the citi-zenship test on a number of grounds.The company agreed to remove the

Virgin Group’s veto power over cer-tain contracts and expenditures,amend the company’s loan agree-ments with the Virgin Group, limitthe tenure of its current chief execu-tive officer, restructure its board ofdirectors to reduce the number of for-eign representatives, and revise itstrademark license to ensure the U.S.carrier can operate independently ofU.K.-based Virgin Atlantic. Further,Virgin America agreed to provideadvance notice to DOT if the compa-ny should receive additional financ-ing from non-U.S. investors.

Fred Reid, the carrier’s currentCEO, will be required to relinquishhis post within six months underterms of DOT’s decision.Under the Federal Aviation Act, to belicensed as a U.S. airline a companymust show that it is actually controlledby U.S. citizens, that the president andtwo-thirds of the board of directors areU.S. citizens, and that at least 75 per-cent of the voting interest is owned andcontrolled by U.S. citizens.

“It’s tough to think of a company thathas done as much to meet our stan-dards for becoming a commercial air-line,” said DOT Secretary Mary Peters.“Anyone who has doubts about thefuture of commercial aviation in thiscountry should take a close look at onecompany’s efforts to compete.”

Virgin America greeted the successof its long-fought struggle to gain U.S.rights with the announcement: “Popthe bubbly. We’ve been approved.”

The company is planning a mid-summer launch, with the first flightsfrom its home base in San Franciscoto New York Kennedy International.The airline also plans to serve LosAngeles International, WashingtonDulles International, San DiegoInternational and McCarran Las

news briefs

Gina Marie Lindsey was named exec-utive director of Los Angeles WorldAirports. … Danny Murphy wasnamed aviation director for the city ofPhoenix, overseeing Phoenix SkyHarbor International and general avi-ation airports Phoenix Deer Valleyand Phoenix Goodyear. Murphy hadserved as acting aviation directorsince June 2006. … Sean Hunter wasnamed director of aviation for LouisArmstrong New OrleansInternational Airport. Hunter hadbeen serving interim director sinceMay 2006. … Richard Hrabko, A.A.E.,was appointed director of Lambert-St.Louis International. … KevinDillon, A.A.E., former director ofManchester-Boston Regional Airport,was named deputy executive directorof Orlando International. … RobertGluck has been appointed airportmanager at LA/Palmdale RegionalAirport. …The Salina (Kan.) AirportAuthority named David “Gunner”Wiles as manager of operations. …Ellen Lindblad joined the Lee CountyPort Authority as senior manager ofplanning and environmental compli-ance. … Max Fajardo is the newdeputy director of operations andmaintenance for Miami-DadeAviation Department. … AECOMTechnology Corp. announced thatNorman Y. Mineta, former DOT secre-tary, has joined its board of directorsas an independent director. AECOMTechnology Corp. is the parent com-pany of DMJM Aviation and DMJMHarris, among others. … KevinDolliole, A.A.E., currently senior vicepresident of the Airport ServicesGroup for San Antonio-based UCGAssociates, was elected to W.D.Schock Company’s Board ofDirectors. … SSP announced theappointment of Les Cappetta as CEOof its U.S. division Creative HostServices.

Tech Briefs are on page 54.


Vegas International within its firstyear of operations.

The airline announced it willserve as many as 10 cities within ayear of operation and up to 30 citieswithin five years of service.Additional cities under VirginAmerica’s consideration include:Atlanta, Austin, Baltimore, Boston,Charlotte, Chicago, Cincinnati,Cleveland, Dallas, Denver, Detroit,Fort Lauderdale, Fort Myers,Hartford, Houston, Indianapolis,Jacksonville, Kansas City, Miami,Milwaukee, Minneapolis, Nashville,Newark, New Orleans, Orlando,Philadelphia, Phoenix, Pittsburgh,Providence, Portland, Ore., Raleigh-Durham, Sacramento, Salt Lake City,San Antonio, San Jose, Calif.,Sarasota, Seattle, St. Louis, Tampaand West Palm Beach.

Detroit Topping Off TerminalDetroit Metro recently celebrated amilestone in its North TerminalRedevelopment Project with the top-

ping off of the new, 26-gate terminalthat will open in 2008 and replace theL.C. Smith and Berry Terminals,which will be decommissioned.

The tradition of topping-off cere-monies dates back to a centuries-oldtradition and signifies the completionof the terminal’s framework. Over thenext several months, the project teamwill focus on completing the exteriorwalls of the facility and then beginbuilding out the terminal’s interior.

When it opens, the $426 millionterminal will house Air Canada,American, AirTran, British Airways,Frontier, Lufthansa, Royal Jordanian,Southwest, Spirit, United, USAirways, and USA 3000, as well asnon-scheduled airlines. Northwestand its SkyTeam partners, NorthwestAirlink, Air France, Continental andDelta will remain in the McNamaraTerminal.

The new North Terminal, togetherwith the McNamara Terminal,which opened in 2002, will provideMetro with nearly 150 gates and twomodern Federal Inspection Services facilities for internationaltravelers.

Detroit's new $426 million, 26-gate terminal is

scheduled to open in 2008 and replace the

L.C. Smith and Berry terminals.

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“The North Terminal will primarilyserve local travelers—those begin-ning or ending their trip at Detroit—who will now enjoy the same world-class facilities that our connectingpassengers already do at theMcNamara Terminal,” stated airportauthority CEO Lester Robinson.

The progress of the North Terminal’sconstruction can be tracked atwww.metroairport.com/project/.

New Blue GrassConcourseLexington, Kentucky’s Blue GrassAirport has opened the newConcourse B addition. The $16.9 mil-lion project includes six passengerboarding gates, additional restroomfacilities, and space for a new retail

outlet that will open in the fall 2007.“Blue Grass Airport previously had

nine boarding gates and 14 aircrafttrying to use those gates each morn-ing. This concourse addition willallow airlines to operate more effi-ciently today and allow us to accom-modate new growth in the future,”said Michael Gobb, A.A.E., the air-port’s executive director. “The newgates and loading bridges will addmuch needed seating and services forour passengers—especially duringpeak travel hours.”

The airport next will begin renovat-ing the existing portion of ConcourseB and the main corridor that connectsits two upstairs concourses. The inte-rior furnishings and decor will beupgraded to match the appearance ofthe new addition and the newly reno-vated Concourse C.

RJs At DEN United Express carriers in late Aprilbegan using Denver InternationalAirport’s new regional jet facility atthe east end of Concourse B.

United leased the 16-gate facility,which has 13 loading bridgesdesigned to accommodate 50- and 70-seat regional jet aircraft, includeshold-room seating for passengers,restrooms and several concessionsthat are new to the airport. The newconcessions are ConnectionsNewsstand, Heidi’s Brooklyn Deli,New Belgium Brewing Co. andStarbucks.

United Express flights from DenverInternational serve eight Coloradocities, including Steamboat Springs,Durango, Grand Junction andMontrose.

Denver International built the RJfacility as part of an agreement underwhich United will consolidate all ofits operations on Concourse B. FiveConcourse A gates previously usedby United’s Ted subsidiary are nowavailable for expansion of ConcourseA airlines.

KCI Opens RentalCar FaciltyKansas City International Airport inearly May celebrated the opening ofits new $90 million rental car facility.

The 135,000-square-foot, two-levelbuilding is at the center of a 72-acresite that formerly was a satellite park-ing lot. Ten rental car agencies areconsolidated into the new building:Advantage, Alamo, Avis, Budget,Dollar, Fox, Enterprise, Hertz,National and Thrifty.

The facility has an overall capacityfor 8,000 cars. Each car rental compa-ny has its own dedicated section inthe parking lot, as well as its own on-site service center for vehicle fueling,washing and maintenance andrepairs.

A common shuttle service trans-ports passengers from all three termi-nals to the rental car facility, mini-mizing congestion through the termi-

Kansas City International's new $90 million, 135,000-square-foot rental car facility consol-

idated 10 agencies into one building. Features include vehicle washing and fueling facili-

ties, and space for 8,000 cars.

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nal drives and reducing the environ-mental impact of separate bus linesfor each rental car company.At the new facility, plasma screenmonitors in the upper level atriumand on the lower by the plaza providetravelers with up-to-the-minute flightinformation.

KCI in late 2004 completed thetotal renovation of its three terminals,and now offers 50 percent morerestaurant and retail space, restroomfacilities and concessions inside thegates and free wireless Internet.

Boston’s HybridsThe Massachusetts Port Authority(Massport) and the city of Bostonjointly announced the launch of a two-pronged incentive program that pro-motes the use of clean-fuel vehicles.

Massport officials unveiled a planto encourage Boston LoganInternational passengers and Bostontaxis to drive to the airport in hybrid,

alternative-fuel and alternative-pow-ered vehicles. Boston Mayor ThomasMenino announced a new $25,000grant to encourage the purchase ofCleanAir cabs.

For those who choose to drive tothe airport, Massport is offering apreferred parking program to cus-tomers driving hybrid and alterna-tive-fuel vehicles at the airport’sCentral garage, Terminal B garage,Terminal E surface lot and economyparking. In total, more than 100parking spaces at Logan will be ded-icated to clean-fuel vehicles.Signage and green painted parkingstalls will mark the spaces.Eligibility for the parking program isdetermined by the federal CleanFleet Guide that currently lists vehi-cles using CNG, hybrid electric,hydrogen fuel cell, and ethanol 85power sources.

In addition, Logan International isoffering head-of-line privileges at theairport’s taxi pool for Boston cabs that

qualify as a clean-fuel vehicle. “We take our commitment to oper-

ate our facilities in an environmental-ly sound manner very seriously,” saidMassport CEO and Executive DirectorThomas Kinton Jr. “I’m pleased tojoin Mayor Menino in the CleanAirCabs program and happy to extendhis plan one step further to promoteclean fuel vehicles with our airportcustomers. Working with the mayor,we now have the first comprehensiveincentive program in Massachusettspromoting hybrid and alternative-fuel vehicles. “

Vision 100 PFCChanges OfficialFAA on May 23 issued a final rulemaking official changes incorporatedin the “Vision 100 – Century ofAviation Reauthorization Act,”including several that affect the pas-senger facility charge program. The


Hartsfield-Jackson Atlanta International Airport has placed into service a second group of five Oshkosh Striker aircraft res-cue and firefighting vehicles. The airport now operates a total of 10 Striker vehicles. All are 6x6 all-wheel drive, and areequipped with a 3,000-gallon water tank, roof turret, high volume-low attack bumper turret, 500-pound dry chemical firesuppression system and rear vision cameras, among other features. Two of the units are equipped with Snozzle 50-foothigh-reach extendable turrets.

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carrier compensation level for PFCcollection; and, modifying the con-tent and due date for some publicagency reports and notices.

Parking InnovationsNew parking innovations are on tap orin place at two Midwestern airports.

Detroit Metropolitan WayneCounty Airport said it will installnew state-of-the-art equipment andtechnology at its on-airport parkingfacilities. The new technology, called1-2-3 Park – Credit Card In/CreditCard Out, will allow on-airport park-ers to use their credit or debit card toenter and exit the airport’s onsiteparking facilities without the need topull a ticket.

Using the new system, customersenter by inserting a credit/debit cardinto the automated 1-2-3 Park entrydevice. When the customer returns,he or she inserts the samecredit/debit card into a 1-2-3 Parkexit device, which then calculates thecorrect charges, bills the customer’scard and prints a receipt.

Metro Airport began phasing inthe new 1-2-3 Park system thisspring in the Green and Yellow lots.The project will be completed bythe end of the summer, when theMcNamara Terminal garage incorpo-rates the new technology.

Separately, patrons of Minneapolis-St. Paul International can obtain real-time parking availability informationprior to arriving at the airport, thanksto a new system called SurePark.

To obtain parking information atboth the Lindbergh and Humphreyterminals general and short-termparking lots, customers can log on towww.mspairport.com/msp/park-ing/realtime.aspx to view parkingavailability percentages; call 1-877-FLY-PARK for an audible message,or call 1-877-FLY-PARK from a text-enabled communications deviceand press five to request a text mes-sage be sent within a user-specifiednumber of minutes.

Parking rates and facility informa-tion also are available online and

IET Granted Canadian Patent

AAAE’s Interactive Employee Training (IET) system has received a patent from the

Canadian government, representing the second time the system has been recognized

for its unique combination of computer and interactive video technology.

The IET system won a U.S. patent in 2003, protecting the technology the associa-

tion developed and incorporated into the system.

The IET system is used for the training of airport employees, including airlines,

tenants and contractors.

“IETs have proven to be a highly successful business designed around a need

our members pointed out back when computers and video were just beginning to

merge,” commented AAAE President Charles Barclay. “Our talented staff of ‘inven-

tors’ took that need and developed a unique solution that has now received its sec-

ond patent and become one of the most widely used training platforms in aviation,

considering that over 700,000 individuals have been trained, tested and results

recorded on IETs. The IET patents help ensure that this valuable business asset of

AAAE will continue to benefit the members of the association for years to come.”

The IET system is eligible for both AIP and PFC funding. The first IET system was

delivered to Reagan Washington National Airport in December 2000, and since then

59 IET systems have been ordered and more than 400 training more workstations

deployed. A

final rule adds more eligible uses ofrevenue, protects PFC revenue in aircarrier bankruptcy proceedings, andclarifies use of PFC revenue for debtservicing.

Vision 100 mandated the FAA tomake several changes to the PFC pro-gram. Among them:

• Making low-emission airport vehi-cles and ground support equipmenteligible for PFC funding.

• Using PFCs to pay debt service onprojects that are “not an eligible air-port-related project” when there is a

financial need at the airport.

• Clarifying the PFC status of militarycharters.

• Structuring PFC account require-ments for air carriers in bankruptcy.

• Making eligible the use of PFC rev-enue as the local share for projectsunder the air traffic modernizationcost-sharing program.

In addition, the final rule incorpo-rates changes to streamline the PFCprogram, including the use of elec-tronic filing of notices and reports; aperiodic review and change of the

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company Dar Al-Handasah. The ben-efit of using PTFE allows the terminalto be flooded with sunlight duringthe daytime, while illuminating theairport as a landmark in the desertlandscape during the night hours, thedesign company said.

Airlines Urge CostConsciousnessRising airport costs continue to be aconcern for airlines, and increasedcommunications between carrierexecutives and airport officials is partof the solution, several airline repre-sentatives said during a panel at the

The new two-level, 43,000-square-meter Sharm El-Sheikh International Airport terminal features 40 check-in counters and one domestic

and six international gates. The building’s architectural design marries two circular-shaped halls to a central hub that serves as the pas-

senger transit area.

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audibly through the FLY-PARKnumber.

New Terminal OnSinai PeninsulaSharm El-Sheikh InternationalAirport, which serves Egypt’s popularsouthern Sinai Peninsula resort area,has opened a new $70 million termi-nal to accommodate an increasingnumber of international charterflights. With more than 80 percent ofthe airport’s traffic consisting of for-eign charters, Sharm El-Sheikh some-times has more planes landing dailythan Cairo Airport.

The new two-level, 43,000-square-meter terminal features 40 check-incounters and one domestic and sixinternational gates. The building’sarchitectural design marries two cir-cular-shaped halls to a central hubthat serves as the passenger transitarea. Within the hub are located pass-port control, a duty-free shop, VIPareas and cafes/restaurants.

The roofs of the two adjoining hallsare covered in stretched PTFE, orTeflon-like, fabric to resemble the bil-lowing tents of the indigenousBedouin culture. Use of the PTFE fab-ric as a roofing material marks a firstin the Middle East on this scale,according to the terminal’s design

AAAE 79th Annual Conference andExposition.

“The most important thing is col-laboration,” American Airlines VicePresident, Corporate Real EstateLaura Einspanier told airport execu-tives. “We have got to work togetherto figure this out.”

One example she cited was recentcollaboration between NormanMineta San Jose International offi-cials and airline executives thathelped cut a proposed capital expen-diture project at the airport from $4.5billion to $1.5 billion.

“Airport costs are a huge issue atAmerican Airlines,” she added, notingthey are “much higher” than the oft-quoted 4 percent industry standard.

Southwest Airlines has concernsabout rising costs. Vice President ofProperties Bob Montgomery said thatan analysis of planned capital expen-ditures at Southwest’s airports showsa big increase in the next decade.Even factoring in grant money and

funds like passenger facility charges,the carrier’s rates and charges willdouble in the next 10 years if allannounced programs—such as thoselisted in FAA’s National Plan ofIntegrated Airport Systems—are com-pleted. Airlines and airports mustwork together—like in the San Joseexample—to make sure what’s gettingdone is what’s necessary.

“There are a good many consult-ants going around making a bucktelling you how to destroy relation-ships with us,” Montgomery told theairport executives. “Our concernright now is, how do we overcomethese airport cost headwinds? I’m notarguing that things don’t need to beconstructed. I am arguing that we’redoing it the wrong way.”

UPS Airport Properties ManagerJoe Richardson urged airports toreach out to express carriers anddevelop an understanding of howthese “not normal” operators work. “Iwish that airports would take a little

more time and put more attention oncargo express guys,” he said. “Youknow what passenger folks do. Spenda bit of time looking at our businessmodels.” He said that uninitiated air-ports are “shocked” when UPSexplains how valuable three minutescan be to a night’s operation.

Meanwhile, Montgomery andEinspanier expressed doubt that air-port privatization made sense forthe industry. “At the end of the day,it increases airline costs,”Montgomery said. “I’m not sure any-one can point to a single privatiza-tion that has worked.”

Montgomery said that Southwest islooking closely at Chicago’s proposalto privatize Midway Airport as part ofan FAA pilot program. He indicatedthat while the jury remains out, theverdict appears clear. “The questionhas got to be, is there a way to takewhat is a fairly efficiently run airportand privatize it, keep it efficient andlower the costs, and bring value to the

ricondopickup from Annual 07

pg 611/2 h bleed

up front


table?” he said. “We haven’t seen evi-dence yet that it will.”

TSA CheckpointFocus ShiftsTSA’s traditional focus on the scienceside of checkpoint technology is yield-ing to a bottom-up approach that looksto fit the best machines and proce-dures for today’s threats into the cur-rent airport environment. That’s themessage from Adam Tsao, the agency’sdeputy assistant administrator, opera-tional process and technology.

Today’s standard checkpoint hasevolved little from the checkpoint’sinception in response to aircrafthijacking threats some 40 years ago,he told attendees at the 79th AnnualAAAE Conference and Exposition.Changes have come via adding layersto the existing security procedures,largely in the same footprint, ratherthan through complete overhauls.

When new machines have beendeployed, TSA’s focus has been onhow they performed in the lab, not inthe airport environment. Handlingprojected passenger growth andaddressing today’s threats—whichhave changed significantly from thehijacking and bombing threats thatgave birth to aviation security—willrequire a new approach.

“Integration has always been anafterthought for us,” Tsao said.“We’ve been focused on the science.Now, we’re starting with the integra-tion first and working backwards,[asking] how do we fit our design intothe industry around us?”

Flexible systems are a key to bothfitting in and adapting to industrychanges. One example Tsao offered isthe FIDO handheld liquid explosivesdetector, which is being tested at sev-eral airports, including Miami,Newark Liberty, Detroit Metro, LosAngeles, Las Vegas McCarran andBoston Logan.

The inexpensive, lightweight units,which went from concept to field-testing in three months, are showingfalse-alarm and nuisance-alarm rates

in the “low single digits,” Tsao said. The one drawback so far is sensor

life, but TSA expects to have thatissue solved and some 200 of theunits deployed by the end of the year.

One piece of traditional technolo-gy that will be found at checkpointsis an explosives detection system(EDS) machine. TSA’s projectCambria, launched in 2005, is devel-oping existing EDS machines for thecheckpoint environment. RevealDirector of U.S. Sales Steve Pelhamsaid that his company’s Cambriasystem, the CT-80FX, has a through-put of 400 bags per hour. Pilots withthe machine are slated to start laterthis year.

A key concern with putting EDS atcheckpoints is the impact on space.Patricia Krall, L-3’s vice president ofbusiness development, noted thatthe company’s Project Cambria unitfits in the same footprint as today’scarry-on bag screening machines.Pelham said Reveal’s machine isabout six inches wider than currentmachines. The machines are alsoheavier than current X-ray

machines, which Pelham acknowl-edged “could be an issue.”

Meanwhile, the Reveal CT-80checked-baggage scanner is on trackto see its throughput boosted from thecurrently certified rate of 127 bagsper hour to 200 by the fall, Pelhamsaid. Reveal has EDS machines inabout 40 airports in various configu-rations, including stand-alone, inlineand at checkpoints, he noted.

TSA NamesScreeningContractorTSA announced that TrinityTechnology Group of Fairfax, Va., isthe private screening contractor forCharles M. Schulz-Sonoma County(Calif.) Airport under the federalScreening Partnership Program (SPP).

The competitively awarded con-tract is for security screening servicesfor both passenger checkpoint andchecked baggage operations. Thetotal contract award value, includingoptions, is approximately $5.2 mil-

Catch up on the highlights fromthis year’s annual conference bychecking out the Daily Dispatch,

the e-newsletter produced byAirport Magazine and Airport

Report Express. Connect to fivedays’ worth of coverage at

www.aaae.org/_dailydispatch.

WANT MORE NEWS FROM AAAE ‘07?

up front

lion. The total period of performanceis four years and three months, whichbegan on June 22, 2007, and will endon Sept. 30, 2011, if all options areexercised.

Under SPP, the federal securitydirector at Oakland International willremain responsible for overseeing

TSA security standards and contrac-tor performance at Schulz-Sonoma.

This is the second contract award-ed at an SPP airport using a stream-lined acquisition process implement-ed by TSA in 2006, which allows anyinterested company to respond to arequest for proposal. Previously, con-

tractors had to apply and be acceptedas a ìQualified Vendorî in order tocompete for a SPP contract, theagency said.

SPP is designed to meet therequirement for the opt-out programestablished in the Aviation andTransportation Security Act of 2001.To date, all of the original pilot pro-gram airports—San FranciscoInternational; Kansas City (Mo.)International; Greater Rochester(N.Y.) International; Jackson Hole,Wyo., and Tupelo (Miss.) Regional—are participating in SPP. In addition,Joe Foss Field in Sioux Falls, S.D.,Key West International and theFlorida Keys Marathon Airport havetransitioned to SPP. TSA also signeda three-party contract with U.S.Helicopter Corp. and McNeil SecurityInc., under SPP that establishedscreening operations to support air-port shuttle services at New York’sEast 34th Street Heliport. A

Don't miss the 2007 International

Airport Security TechnologyConference and Trade Show,

August 26-28, 2007,in St. Petersburg, Russia.

Organized and hosted by AAAE, IAAE, St. Petersburg Pulkovo Airport, U.S.Commercial Office, and Aeroflot Russian Airlines.

www.aaae.org/products/_610_2007_International_Security_Technology/


Available Seats In Top 25 U.S. Domestic MarketsJuly 2003 vs. July 2007

market scan msNon-stop, operating, passenger flights only

07 Rank Airport Markets July 2003 July 2007 Change

1 Honolulu International Chicago O’Hare 307,404 321,068 4.4%

2 Las Vegas McCarran Los Angeles International 251,392 294,441 17.1%

3 Atlanta Hartsfield-Jackson Orlando International 226,782 283,833 25.2%

4 Chicago O’Hare New York LaGuardia 251,240 271,876 8.2%

5 Las Vegas McCarran Phoenix Sky Harbor 245,010 267,618 9.2%

6 Atlanta Hartsfield-Jackson New York LaGuardia 233,011 255,495 9.6%

7 Honolulu International Kauai Island Lihue Municipal 233,574 254,913 9.1%

8 Atlanta Hartsfield-Jackson Dallas/Fort Worth 232,549 246,722 6.1%

9 Honolulu International Kona 187,082 241,812 29.3%

10 Honolulu International Los Angeles International 237,332 239,307 0.8%

11 Washington Reagan National New York LaGuardia 234,091 236,865 1.2%

12 Los Angeles International San Francisco International 186,913 236,823 26.7%

13 Atlanta Hartsfield-Jackson New York LaGuardia 235,412 233,947 -0.6%

14 New York JFK Los Angeles International 201,884 229,960 13.9%

15 Los Angeles International Chicago O’Hare 285,263 220,861 -22.6%

16 Dallas Love Field Houston Hobby 212,218 219,162 3.3%

17 Atlanta Hartsfield-Jackson Fort Lauderdale/Hollywood 198,650 217,042 9.3%

18 Chicago O’Hare Minneapolis International 230,660 214,312 -7.1%

19 Los Angeles International Phoenix Sky Harbor 220,475 210,398 -4.6%

20 Anchorage International Seattle/Tacoma International 208,564 209,750 0.6%

21 Denver International Dallas/Fort Worth 189,988 202,891 6.8%

22 Dallas/Fort Worth Chicago O’Hare 209,880 202,634 -3.5%

23 Denver International Phoenix Sky Harbor 143,258 200,207 39.8%

24 Denver International Los Angeles International 179,359 199,692 11.3%

25 Atlanta Hartsfield-Jackson Los Angeles International 194,539 197,023 1.3%

source: BACK AVIATION SOLUTIONS OAG SCHEDULES DATABASE. Data as of June 25.

Data provided by OAG WorldwideExperts in global travel content

www.oagdata.com

80th AAAE Annualpickup from Annual 07

pg 98full bleed


corporate outlook coFAA reauthorization is a critical issue for the

aviation community this year. It is particular-ly complicated because the Airport and

Airways Trust Fund also must be renewed.Remember the last time we faced the end of thetrust fund taxes? It took 18 months to resolve,Congress had to pass three continuing resolu-tions, and AIP funding lapsed for six months. Wecan’t let that happen again.

FAA’s proposal to change its system for obtainingrevenue has generated a lot of noise. Republicanslike to raise user fees. Democrats like to raise taxes.Airlines want a systemthey believe more fairlyspreads costs to allusers, which will causegeneral aviation usersto pay more. And gener-al aviation doesn’tbelieve a new user feesystem is cost benefi-cial, particularly sinceGA costs will rise as aresult. It’s a majordebate that well could delay the passage of amulti-year FAA reauthorization and an AIP trustfund bill.

As the revenue system debate fades, other issueswill rise to the top, and there are many. The mostbasic needs of airports must be heard, such as thepassage of legislation in time to allow continuousoperation of FAA and AIP, and a final version ofthe legislation that increases funding for AIP andincludes the ability to increase PFC funding.

These central needs are being heard, but are hav-ing difficulty rising to the top of the legislativeagenda. We must get our needs addressed. We needa united position and a loud voice speaking in uni-son. We need each other.

AAAE and ACI-NA have discontinued their leg-islative alliance. Each organization has its ownconstituent perspectives and association needs.

That returns us to the days when airports had twomajor organizations representing them inWashington. Two voices can be very strong. Butthey are stronger if they are saying the same thing.Both associations generally are making the samepoints. We need them to stay coordinated andspeak in unison on the major issues.

I am the current chair of the AirportConsultants Council (ACC). ACC represents 240 aviation consultants and vendors, many ofwhom are large companies with influence inWashington, D.C. ACC also has won the coopera-

tion of other large pro-fessional service asso-ciations such as theAmerican Society ofCivil Engineers,American Institute ofArchitects and theAmerican Council ofE n g i n e e r i n gCompanies. Theseassociations number inthe tens or hundreds of

thousands of members. We are working together toget our issues heard.

ACC is working in support of the AIP and PFClevels called for by AAAE and ACI-NA. We allneed a common position. Additionally, each ofthe associations has issues that are very impor-tant to it individually, while not particularlyimportant to the others. We need to work togeth-er to avoid inadvertently opposing something thatis critical to one of our cooperating associations.We must have a coordinated effort.

This time, we need an extra strong, unified voicewith an easily understood clear message. Let’smake this happen; our industry is counting on it.We need each other. A

Brian Reed is RS&H’s senior vice present—Aviation. Contact him at

[email protected]

We Need Each Other

We need to work together to

avoid inadvertently opposing

something that is critical to one of

our cooperating associations. We

must have a coordinated effort.

by B

rian Reed

court case


mental statutes and regulationsrequired FAA to conduct environ-mental studies before altering exist-ing runway use patterns under theNoise Compatibility Plan, and thatFAA failed to do so. FAA counteredthat the letter merely explains theexisting procedures and does notchange the use of the runways. Assuch, the letter was not an “order”—an agency action that the court couldreview. FAA also claimed that thepublishing in late 2006 of noise datarelating to the expanded runway usewas sufficient evidence to show thatthe use of the south and crosswindrunways for jet traffic would not havea significant environmental impact.

The opinion released by the courtstated that the letter was in fact FAAaction and not just an explanation ofexisting procedures. Accordingly,FAA took this action without follow-ing the required environmentalreview process. Further, the court

The U.S. Court of Appeals for the District of ColumbiaCircuit on May 11, 2007 issued a ruling concerning anFAA attempt to alter runway use at Fort Lauderdale-

Hollywood International Airport (FLL). The ruling is but oneact in a long-running dispute between cities adjacent to FLL-notably Dania Beach and Hollywood, Broward County offi-

cials-and FAA over many issues, most notably airportexpansion, noise and air pollution. While the court’sdecision may not alter the course of expansion at

FLL, it does underscore an important precedent—namely, FAA must follow established proce-dures, set out by regulation or by law, when ittakes such an action.The roots of the conflict lie in FLL’s spectacular

growth from a regional airport to one of the Top 50busiest U.S. commercial airports in 2006. There are three runways

in use at FLL—two parallel east-west runways and a crosswind northwest-southeast runway. Under a 1995 Noise Compatibility Program approved byFAA in 1995, all turbojet arrivals and departures were assigned to the north-ernmost parallel runway. The south and crosswind runways would be usedfor general aviation and commuter flights.

Even after 1995, FLL occasionally used the south and crosswind runwaysto handle jet traffic. These instances usually involved periods of high windsor runway maintenance, or to accommodate special events such as airshows. The Broward County Director of Aviation approved these uses, butlimited the uses to specific FAA requests and stressed that any future run-way use would require further authorization.

In 2005, FAA issued a letter stating that it had the authority to use “allavailable runways” for jet traffic, stating that this right justified its use ofthe south and crosswind runways for commercial jets when high trafficand delays warranted it, without seeking permission from BrowardCounty authorities. The letter stated that this approach was permitted byBroward County ordinances, which allowed use of one of the runways for jettraffic when “operational necessity” warranted. FAA also noted that thisexpanded runway use did not change the existing “informal runway use pro-gram” and that future runway use would “operate within existing procedures.”

The cities of Dania Beach and Hollywood, along with two local residentswhose property rights would be affected by increased jet traffic on the tworunways, filed suit in the U.S. Court of Appeals to challenge the proposedexpansion of runway use. They argued that FAA and other federal environ-

Case ClosedIn “City of Dania Beach, Florida, et al. v. Federal

Aviation Administration,” the court holds FAA must follow its own runway use procedures.

By Broderick C. Grady

set aside the FAA letter and directedFAA to conduct the required envi-ronmental review.

While the plaintiffs hailed thecourt’s ruling as a victory, it was onlyone event in the long-running con-flict between proponents of airportexpansion, largely comprised of FAAand local business officials, and theiropponents, including local munici-

palities and residents who expect tobear the brunt of the anticipatedadverse effects of FLL’s expansion.Indeed, at the end of an often con-tentious meeting in early June, the

Broward County commissionersvoted in favor of a $695 million proj-ect to expand the south runway sothat it can accept larger commercialjet aircraft. Many local city officialsand environmental groups are con-cerned that this expansion will leadto even more noise and pollution.

As a result of the court’s ruling,FAA has several options: It can askfor a rehearing at the Circuit Courtlevel, and can even appeal to the U.S.Supreme Court. In the interim, FAAmay choose to continue with itsexpanded runway use plan.

Regarding the current prospects forrunway use at FLL, FAA may notneed to continue this fight in thecourts. Instead, it may choose to per-form the environmental review thecourt said it should have performedin 2005. If it finds that the expandeduse of the south and crosswind run-ways by commercial jets would nothave a significant environmentalimpact, it can then reissue an orderdirecting the expanded use of theother runways. Either method willtake time and likely prove costly.FAA’s ability to reissue the order,coupled with the recent vote toexpand the south runway, will likelylead to increased commercial jetactivity at FLL, despite the bestefforts of anti-expansion groups.

Nonetheless, the court’s ruling issignificant for airports and anyoneelse regulated by FAA. In its ruling,the court made it clear to FAA thatit cannot avoid following estab-lished procedures—its own or thoseset forth by statute—simply bylabeling the action as “explanatory”or a “clarification.” It is importantthat FAA, like any governmentagency, face challenges—legal orotherwise—when it attempts toavoid its regulatory obligations.After all, these obligations are asafeguard—for citizens, municipali-ties, and even airports—againstharmful or illegal governmentaction. A

Broderick Grady is a freelance writer and aviation

attorney living in Raleigh, North Carolina. He can be

reached at [email protected].


rejected FAA’s argument about the 2006noise data, stating that “[r]egardless of theultimate outcome of the environmentalreview, the FAA was still required [bystatute and regulation] to engage in thereview process” (emphasis in original).

Even if the 2006 noise data could showthat the expanded runway use wouldhave no significant environmentalimpact, it could not be used to justify

FAA action because it was not part of therequired process, which was designed toprotect citizens and municipalities frompotentially environmentally harmfulgovernmental action. The court therefore

The court’s ruling is significantfor airports and anyone elseregulated by FAA.

wildlife management



Cleveland Burke Lakefront Airport is a haven for birds–especiallywater birds because the airport is bordered on three sides by Lake Erie.

And that’s a serious challenge in terms of airport safety.Not long ago, the number of feathered residents at the general avia-

tion airport had grown significant enough that some pilots were avoid-ing Burke because they considered it too risky, Airport CommissionerKhalid Bahhur said.

“When you have wildlife on the airfield that’s causing damage to a$20 [million] or $30 million aircraft, that’s bad for business and it’sdangerous,” he said.

By Nina Rao

So when Bahhur took the airport’s top job five years ago, he decided to tackle the problem in any way he could.Now the airport has a full-time wildlife biologist. Staff harass, trap and relocate birds and collect eggs from nests

along the waterfront. The airport is experimenting with grasses, such as garlic grass, that may reduce insect popu-lations, which, in turn, would reduce the number of birds that feed on those insects. And it’s using gulleffigies–essentially dead gulls on sticks–to scare the gulls away.

The multi-pronged strategy is working: in the past five years, the airport has had no significant damage due towildlife strikes.

“There’s no one solution or magic pill to eliminating or managing wildlife at an airport,” Bahhur said. “You haveto do a lot of little things and you have to do them really well.”

Nationwide, the need to manage wildlife on airport property is growing as increasing urbanization makes thegreen space surrounding airports ever more attractive to birds, deer and other wildlife. Since aircraft-wildlife strikescost the civilian sector more than $500 million a year in the U.S. and have resulted in more than 250 civilian deathsworldwide since 1960, managing that wildlife is a vital and on-going process at most airports.

It is also one that has led to some creative solutions, often targeted at the specific environment and circumstancesof each particular airport.

“What works at one airport may not work at another,” said Ed Cleary, FAA staff wildlife biologist and vice-chairof Bird Strike Committee USA. “All these airports are different; all these environments are different.”

Often even the economics are different. Cleary recently advised airports in Africa and China, where labor is cheap,

You have to have lots

of tools in your toolbox,

everything from pots

and pans to lasers.

Man vs.NatureAirports are constantly fighting a high-stakes battle against mother nature’s creatures.

wildlife management


on how to manage their wildlifeissues.

“They’re walking around with sling-shots and brass gongs. So don’t sell thelow-tech [solution] short. It works,”Cleary said. “You have to have lots oftools in your toolbox, everything frompots and pans to lasers.”

Other options for managingwildlife include pyrotechnics, robot-ic and real falcons and, in some cases,even dogs to scare birds and otheranimals away.

In 1999, Southwest FloridaInternational Airport in Fort Myersbecame the first commercial airportto use a dog to help manage its birdproblem. The airport started with aBorder Collie named Jet and, when heretired, replaced him with a femalenamed Radar.

“The thing that works about thisprogram is that the birds might getused to pyrotechnics or the big owldolls–sometimes you have the birdsroosting right on those–but they’llnever stop thinking of the dog as apredator,” said airport spokeswomanBarbara-Anne Urrutia.

Once a dog started patrolling thegrounds, the airport saw an immedi-ate decline in bird strikes and in theairfield’s resident bird population.

“Basically, we don’t have anygroups of birds living here,” Urrutiasaid. “They have moved away.”

Southwest Florida InternationalAirport turned to a dog trained

specifically to deal with birdsbecause birds pose the biggest hazardat the airport. But sometimes identi-fying the problem is not simply aquestion of identifying the wildlifethat poses a direct danger.

At Orlando International Airport,for example, large populations ofbirds–sandhill cranes, cattle egretsand ringbill gulls, among others–liveon the airport’s 13,000 acres and posea hazard to the 850 daily commercialoperations and the 34.8 million annu-al passengers.

The birds are attracted to the air-port’s many lakes and water retentionareas. Given that water is aninevitable feature of the Florida land-scape, the airport couldn’t simplydrain the area.

So instead, as part of an extensivewildlife mitigation effort, it focusedon one piece of what draws birds towater: fish.

“We know that fish will attractbirds of all species,” said Johnny

Metcalf, the airport’s staff biologist.Three years ago, the airport part-

nered with the University of Floridato start relocating fish to nearbylakes in an effort to make the airportproperty a less attractive habitat forbirds. So far, they’ve relocated about15,000 fish.

At another airport, FAA’s Clearyran into a bird problem that boileddown to an earthworm problem.Essentially, earthworms crawlingonto the tarmac after it rained wereattracting birds. Therefore, solvingthe earthworm problem proved a bigstep toward solving the bird problem.

In general, the goal is to make theairport as unfriendly an environmentfor wildlife as possible.

“Wildlife is [at airports] becausethey can find something they want.So get rid of the food, the shelter andthe water, and the animals will gosomewhere else,” Cleary said.

On the other hand, airports willnever be completely sterile land-scapes no matter how many mitiga-tion programs they have in place.

“You can’t fix the problem. Youcan’t say we’ll never have birdsbecause we have a dog or we have afalcon or we have pyrotechnics,” saidEugene LeBoeuf, chief of the U.S. AirForce Bird/Wildlife Aircraft StrikeHazard (BASH) Team. “Nature abhorsa vacuum. The best you can do isminimize the impact.”

For the Air Force, wildlife mitiga-tion is an especially important issuesince military planes often are atmore exposed to potential wildlifestrikes than commercial planes sincethey fly at lower altitudes and, duringtraining maneuvers, land and take offrepeatedly.

Since 1973, the Air Force has lost41 aircraft and had 35 fatalities due towildlife strikes, and since 1985, itstotal cost due to aircraft-wildlifestrikes has been $731 million.

The military relies on the sameessential toolbox to manage wildlifeas the commercial sector. “We useanything,” LeBoeuf said.

In the vast majority of cases, themitigation strategies focus on birds


Looking for more information inwildlife management? Considerattending these meetings:

Birdstrike USA/Canada, Sept.10-13, 2007, Kingston, Ontario,Canada. For information, see www.birdstrikecanada.com.

AAAE’s Wildlife ManagementWorkshop, October 8-10, 2007,in Minneapolis, Minn. ContactAAAE’s James Freeman at(703) 824-0504, or [email protected].

Also, check out Bird StrikeCommittee USA’s Web site atwww.birdstrike.org

MEETINGSAND MORE

They had an eight-foot fence (whichthe deer jumped). In the early 1980s,they organized a public hunt (a logis-tical nightmare that ended up nettingonly two deer). They regularly drovethe property to herd the deer out (thedeer just came back in).

“I think we tried everything,” saidJohn Schalliol, A.A.E., the airport’sexecutive director.

Then in 2005, the airport started anambitious and expensive fencingeffort designed to solve the problempermanently.

The new fence is 10 feet high withthree strands of barbed wire at thetop, giving it an effective height of 11feet. In addition to that, the airporthad the old eight-foot chain linkfence dug into the ground under thenew fence to prevent animals fromdigging under it.

The project cost the airport almost$1 million, which it could affordthanks to an FAA discretionary grant.

“It’s been extremely effective,”Schalliol said. “We are now deer-freefor the first time in 20 or 30 years,maybe in forever.”

Though the number of deer-aircraftstrikes is still relatively low, thepotential is increasing as the nation’sdeer population spikes. At the sametime, successful animal protectionprograms have also made otherwildlife more prevalent. And increas-ing air traffic is further adding to thestrike risk.

“More aircraft, more wildlife,”Cleary said. “It’s a growing problemat all airports.” A

Nina Rao is a freelance writer based in Springfield,

Missouri.

because 97 percent of reportedwildlife strikes are with birds.

The history of aircraft-wildlifestrikes even starts with birds. Thefirst recorded aircraft-wildlife strikeoccurred in 1905 when, according toOrville Wright’s diary, he hit andkilled a bird as he circled a cornfield.Experts now surmise–based on thetime of year and the location–that thebird in question was a red-wingedblackbird, Cleary said.

Decades later, the modern era ofaircraft-wildlife strikes also beganthanks to birds. In 1960, a LockheedElectra turboprop hit a flock ofEuropean starlings as it took off fromBoston’s Logan International Airport.Bird ingestions caused one of theplane’s engines to shut down and twomore to lose power. The planecrashed into Boston Harbor, killing59 passengers and three crewmem-bers. Because of this incident, FAAinitiated its wildlife mitigation pro-gram, both in terms of requiring birdingestion standards for aircraft and interms of helping airports managetheir wildlife. (Note: see story onpage 30 for more on FAA’s efforts.)

BEYOND BIRDSIndiana’s South Bend RegionalAirport in Indiana doesn’t have a birdproblem, thanks in part to a neigh-boring golf course whose ponds andmanicured lawns attract the fowl.

Instead, the airport had to contendwith a herd of about 30 deer living onits 2,200 acres.

Airport staff tried lion urine toscare the deer away (it didn’t work).

wildlife management


St r ik ing Deve lop

Increased reporting and bettertechnology are giving industry

unparalleled intelligence onbird strike trends.


Airports now have access to an improvedwildlife management tool, thanks to therecent completion of a bird DNA library that

can pinpoint the exact species of bird that causedan aircraft strike.

Armed with that specific information, airportscan develop tailored habitat management programsto alleviate the potential for dangerous, and oftendeadly, aircraft-bird collisions.

Using a five year, $500,000 grant from FAA’sWilliam J. Hughes Technical Center, theSmithsonian Institution’s Feather IdentificationLab in the Bird Division of the Museum of NaturalHistory, in collaboration with the University ofGuelph in Canada, mapped the DNA barcode for 96percent of the bird species that reside in the U.S.and Canada.

“We consider this a major breakthrough for iden-tification that doesn’t involve feathers,” comment-ed Smithsonian Institution research scientist CarlaDove. The program to develop the DNA library wasfinished in fall 2006 and Dove’s team of threeimmediately began using it for bird strike identifi-cations. Co-workers with Dove on the team areDNA lab specialist Nancy Rotzel and feather labtechnician Marcy Heacker.

mentsBy Barbara Cook

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burns pickup from full bleed - airport magazine · southwest meets technology.” he explained that...

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