Trainee Reference Book

Basic Aviation Security Course

For Restricted Circulation

Published by
Bureau of Civil Aviation Security (BCAS)

Issue Date: _________ 2014

BCAS Issued Date ---2014 Version

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PREFACE

Civil aviation is a powerful force for progress in our modern global society. A healthy and growing
air transport system creates and supports millions of jobs worldwide. It forms part of the economic
lifeline of many countries. It is a catalyst for travel and tourism and the world's largest industry.
Beyond economics, air transport enriches the social and cultural fabric of society.

In recent years the aviation industry has seen the emergence of world-wide attacks against the
safety and security of the travelling public, airports, aircraft and other persons working within the
aviation industry on and off airport and air navigation facilities.

The counter-measures to these acts against civil aviation can be effective only as long as the people
responsible for protecting civil aviation against acts of unlawful interference receive appropriate
training to carry out their jobs efficiently and effectively.

This Trainee Reference Book has been developed by The Bureau of Civil Aviation Security(BCAS), to
enable trainees to acquire the necessary knowledge and skills to be better able to implement
Aviation Security preventive measures. This is in accordance with the appropriate National Civil
Aviation Security Program, Airport / Airline Security Programs and Aviation Security Standards and
Recommended Practices prescribed by ICAO.

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AVIATION SECURITY TRAINING PROGRAMME

International Legislations

Annex – 17
Standard3.1.7 From 1 July 2013, each Contracting State shall ensure the development and
implementation of trainingprogrammes and an instructor certification system in accordance
with the national civil aviation security programme.

Standard 3.4.2: Each Contracting State shall ensure that the persons implementing security
controls possess all competencies required to perform their duties and are appropriately
trained according to the requirements of the national civil aviation security programme and
that appropriate records are maintained up to date. Relevant standards of performance
shall be established and initial and periodic assessments shall be introduced to maintain
those standards.

Standard 3.4.3 Each Contracting State shall ensure that the persons carrying out screening
operations are certified according to the requirements of the national civil aviation security
programme to ensure that performance standards are consistently and are reliably
achieved.

National Legislations

Aviation Security Order / Circular

Order 12 / 2011 The objective of the National Civil Aviation Security Programme
(NCASP) is to safeguard Civil aviation operations against acts of
unlawful interference through regulations, practices and
procedures which take account of the safety regularly and
efficiency of flights.

Order 20/2011 The objective of the National Civil Aviation Security Training
Programme (NCASTP) is to provide a frame-work for the selection
and training of staff involved in Aviation Security by stipulating the
various responsibilities for ensuring this all-important activity.

Aviation Security Training Package (ASTP)

The Basic Aviation Security Training is based on the Aviation Security Training Package
(ASTP) issued by International Civil Aviation Organisation

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BASIC AVIATION SECURITY TRAINING PROGRAM

LIST OF MODULES

Module
Subject Page Number
No.

1 Opening Activities, Course Introduction And Administration 05

2 Overview of International Civil Aviation Security 26

3 Working At The Airport 45

4 Access Control – People 53

5 Access Control – Vehicles 62

6 Recognition of Explosive Devices And Other Prohibited Articles 69

7 Building Search Procedures 85

8 Patrolling and Guarding 92

9 Screening and Searching of Passengers and Baggage 102

10 Conventional X-Ray Equipment 110

11 Protection of Aircraft 119

12 Physical Inspection of Baggage 124

13 Emergencies and Contingencies 132

14 Escorting People and Consignments 145

15 Protecting Aircraft Catering Uplift 152

16 Protecting Cargo, Mail and Couriers 156

17 Passenger Profiling And Security Environment 165

18 Closing Activities 173

Attachments:-
Annexure- A: Sample course schedule
Annexure-B: Participant Profile

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Module-1
Introduction to the Course

Module Objective

• To understand the course objective, structure and methodology

• Tounderstand the Terminologies related to Aviation Security and Vital Installations
• Act and rules related to AVSEC
• To learn about the organisations involved in Aviation security and of the applicable legislation followed
for Civil Aviation
• Need for Security Awareness

Course Objective:

After completion of this course, the trainees will be able to:

• Understand the nature of the threats to civil aviation;
• Understand civil aviation from an international, regional and national perspective
• Work in and move around an airport safely;
• Communicate and cooperate with other airport agencies;
• Carry out access control duties to control the movement of people and vehicles ;
• Guard and patrol airport operational facilities, vulnerable areas, and aircraft;
• Recognize ‘Prohibited Articles’ including weapons and explosive and incendiary devices;
• Understand the concepts of screening and searching passengers and baggage; and
• Respond to security incidents or airport emergencies.

Course Methodology:

• Slide presentations
• Lectures by certified instructors
• Group discussions
• Demonstrations
• Role-playing and practical exercises
• Site visits to the Airport
• Tests and Homework
• Overnight reading Assignments.
• Progress Tests
• Mastery Tests (written and practical)

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Terminologies Related To AVSEC and Vital Installations at Airport

Terms that are defined in the International Civil Aviation Vocabulary (Doc 9713) and the
Annexes are used in accordance with the meanings and usages given therein. A wide variety
of terms are in use throughout the world to describe facilities, procedures and concepts for
airport operations and planning. As far as possible, the terms used in this document are
those which have the widest international use.

Accompanied hold baggage: Baggage which is accepted for carriage in the hold of an aircraft and which is
checked in by the passenger who is on board.

Acts of unlawful interference. These are acts or attempted acts such as to jeopardize the safety of civil
aviation, i.e., including but not limited to:

• unlawful seizure of aircraft

• destruction of an aircraft in service,
• hostage-taking on board aircraft or on aerodromes,
• forcible intrusion on board an aircraft, at an airport or on the premises of an aeronautical facility,
• introduction on board an aircraft or at an airport of a weapon or hazardous device or material intended
for criminal purposes,
• use of an aircraft in service for the purpose of causing death, serious bodily injury, or serious damage to
property or the environment,
• communication of false information such as to jeopardize the safety of an aircraft in flight or on the
ground, of passengers, crew, ground personnel or the general public, at an airport or on the premises of
a civil aviation facility.

Aircraft: Any machine that can derive support in the atmosphere from the reactions of the air other than
the reactions of the air against the earth’s surface.

Aircraft in flight: An aircraft from the moment when all its external doors are closed following embarkation
until the moment when such doors are opened for disembarkation.

Aircraft in service: A parked aircraft which is under surveillance sufficient to detect unauthorized access.

Aircraft not in service: An aircraft that either is parked for a period of more than 12 hours or is not under
surveillance sufficient to detect unauthorized access.

Aircraft security check: An inspection of the interior of an aircraft to which passengers may have had access
and an inspection of the hold for the purposes of discovering suspicious objects, weapons, explosives or
other dangerous devices, articles and substances.

Aircraft security search: A thorough inspection of the interior and exterior of the aircraft for the purpose of
discovering suspicious objects, weapons, explosives or other dangerous devices, articles or substances.

Aerodrome: Any area in a Contracting State which is open for commercial aircraft operations.

Airside: The movement area of an airport, adjacent terrain and buildings or portions thereof, access to which
is controlled.

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Appropriate authority for aviation security: The authority designated by a State within its administration to
be responsible for the development, implementation and maintenance of the national civil aviation security
programme.

Apron: A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or
unloading passengers, mail or cargo, fuelling, parking or maintenance.

Annexure 17 (to the Chicago convention): Security specifications of the International Civil Aviation
Organization, applicable to all member states. The specifications are divided into Standards and
Recommended Practices (SARP’s).

Background check: A check of a person’s identity and previous experience, including, where legally
permissible, any criminal history, as part of the assessment of an individual’s suitability to implement a
security control and/or for unescorted access to a security restricted area.

Baggage: Personal property of passengers or crew carried on an aircraft by agreement with the operator.

Baggage Breakup Area: The area where all the arrival passenger’s bags are delivered to them.

Baggage sorting area: Space in which departure baggage is sorted into flight loads. (The area is also known
as Baggage Makeup Area)

Baggage storage area: Space in which checked/hold baggage is stored pending transport to aircraft and
space in which mishandled baggage may be held until forwarded, claimed or otherwise disposed of.

Bomb alert: A status of alert put in place by competent authorities to activate an intervention plan intended
to counter the possible consequences arising from a communicated threat, anonymous or otherwise, or
arising from the discovery of a suspect device or other suspect item on an aircraft, at an airport or in any
civil aviation facilities.

Bomb threat: A communicated threat, anonymous or otherwise, which suggests, or infers, whether true or
false that the safety of an aircraft in flight or on the ground, or any airport or civil aviation facility or any
person may be in danger from an explosive or other item or device.

Cabin baggage: Baggage intended for carriage in the cabin of an aircraft.

Cargo: Any property carried on an aircraft other than mail, stores and accompanied or mishandled baggage.

Catering stores: All items, other than catering supplies, associated with passenger in-flight services, for
example newspapers, magazines, headphones, audio and video tapes, pillows and blankets, and amenity
kits.

Catering supplies: Food, beverages, other dry stores and associated equipment used on board an aircraft.

Check-in: The process of reporting to an aircraft operator for acceptance on a particular flight.

Co-mail: Abbreviation of aircraft operator company mail, shipped within the company’s network of stations.

Co-mat: Abbreviation of aircraft operator company materials, shipped within the company’s network of
stations.

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Contingency plan: A “proactive” plan to include measures and procedures addressing various threat levels,
risk assessments and the associated security measures to be implemented, designed in order to anticipate
as well as prepare all concerned parties having roles and responsibilities in the event of an actual act of
unlawful interference.

Corporate aviation: The non-commercial operation or use of aircraft by a company for the carriage of
passengers or goods as an aid to the conduct of company business, flown by a professional pilot employed
to fly the aircraft.
(Note that corporate aviation is a subset of general aviation.)

Courier service: An operation whereby shipments tendered by one or more shippers are transported as the
baggage of a courier passenger on board a scheduled aircraft operator service under normal passenger hold
baggage documentation.

Crew member: A person assigned by an operator to duty on an aircraft during a flight duty period.

Crisis management: Contingency measures implemented in response to increased threat levels as well as
implementation of measures and procedures in response to the emergencies to include acts of unlawful
interference.

Dangerous goods: Articles or substances which are capable of posing a risk to health, safety, property or the
environment and which are shown in the list of dangerous goods in the Technical Instructions or which are
classified according to those Instructions.

Deportee: A person who had legally been admitted to a State by its authorities or who had entered a State
illegally, and who at some later time is formally ordered by the competent authorities to leave that State.
Note. — The competent authorities may provide an escort for such persons.

Diplomatic pouch (bag): A shipping container having diplomatic immunity from search or seizure.

Disruptive passenger: A passenger who fails to respect the rules of conduct at an airport or on board an
aircraft or to follow the instructions of the airport staff or crew members and thereby disturbs the good
order and discipline at an airport or on board the aircraft.

Gate-no Show: Passenger who has checked in (may have registered baggage), but not reported for boarding.

General aviation operation: An aircraft operation other than a commercial air transport operation or an
aerial work operation.

Hijacking: Any person who on board an aircraft in flight: (i) Unlawfully, by force or threat thereof, or by any
other form of intimidation, seizes, or exercises control of that aircraft, or attempts to perform any such act,
or (ii) is an accomplice of a person who performs or attempts to perform any such act, commits the offence
of hijacking that aircraft.

Identification cards: See Permits.

Inadmissible person: A person who is or will be refused admission to a State by its authorities. Such persons
normally have to be transported back to their State of departure, or to any other State where the persons

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are admissible, by the aircraft operator on which they arrived. (See appropriate Standards in Annex 9 —
Facilitation, Chapter 5.)

Interline Passenger: Passenger who is transferred between aircraft of different air carriers during the course
of his journey.

In-flight security officer: A person who is employed and trained by the government of the State of the
Operator or by the government of the State of registration to be deployed on an aircraft with the purpose
of protecting that aircraft and its occupants against acts of unlawful interference. This excludes persons
employed to provide exclusive personal protection for one or more specific people travelling on the aircraft,
such as personal bodyguards.

Interline baggage: Baggage of passengers subject to transfer from the aircraft of one operator to the aircraft
of another operator in the course of the passenger’s journey.

Isolation Bay: A designated parking bay at the airport far away from the main passenger terminal, exclusively
designed for the purpose of parking the affected aircraft in order to handle contingencies and other threat
situations.

LAGs: Liquids, aerosols and gels, in any volume, for sale at airport outlets (excluding food and beverages for
consumption in the airport premises and not intended for carriage into the aircraft passenger cabin) or on
board aircraft during the day(s) of the journey, either in the airside area or in a security-restricted area.

Landside: That area of an airport and buildings to which both travelling passengers and the non-travelling
public have unrestricted access. (See also Non-restricted area.)

Mail: Dispatches of correspondence and other items tendered by and intended for delivery to postal services
in accordance with the rules of the Universal Postal Union (UPU).

Mishandled baggage: Baggage involuntarily, or inadvertently, separated from passengers or crew.

Movement area: That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft,
consisting of the maneuvering area and the apron(s).

Non-restricted area: Areas of an airport to which the public have access or to which access is otherwise
unrestricted.

Permits: A permit system consists of cards or other documentation issued to individual persons employed
on airports or who otherwise have need for authorized access to the airport, airside or security restricted
area. Its purpose is to identify the individual and facilitate access. Vehicle permits are issued and used for
similar purposes to allow vehicular access. Permits are sometimes referred to as airport identity cards or
passes.

Profiling: Systematic observation of persons and baggage and questioning if necessary to categorize them
into two groups i.e. threatening and non-threatening so that more attention can be paid to the threatening
category.

Person with disabilities (with reduced mobility):Any person whose mobility is reduced due to a physical
incapacity (sensory or locomotor), an intellectual deficiency, age, illness or any other cause of disability when

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using transport and whose situation needs special attention and the adaptation to the person’s needs of the
services made available to all passengers.

Pier: A corridor at, above or below ground level to connect aircraft stands to a passenger building

Pilot-in-command: The pilot responsible for the operation and safety of the aircraft during flight time.

Regulated agent: An agent, freight forwarder or any other entity who conducts business with an operator
and provides security controls that are accepted or required by the appropriate authority in respect of cargo,
courier and express parcels or mail.

Restricted articles: Articles which are, in the specific context of aviation security, defined as those articles,
devices or substances which may be used to commit an act of unlawful interference against civil aviation or
which may endanger the safety of the aircraft and its occupants, or installations and the public.

Sabotage: An act or omission, intended to cause malicious or wanton destruction of property, endangering
or resulting in unlawful interference with international civil aviation and its facilities.

Screening: The application of technical or other means which are intended to identify and/or detect
weapons, explosives or other dangerous devices, articles or substances which may be used to commit an act
of unlawful interference.

Security / Aviation Security: Safeguarding civil aviation against acts of unlawful interference. This objective
is achieved by a combination of measures and human and material resources.

Security equipment: Devices of a specialized nature for use, individually or as part of a system, in the
prevention or detection of acts of unlawful interference with civil aviation and its facilities.

Security programme: Written measures adopted to safeguard international civil aviation against acts of
unlawful interference.

Security Restricted Area: Those areas of the airside of an airport which are identified as priority risk areas
where in addition to access control, other security controls are applied. Such areas shall normally include,
inter alia, all commercial aviation passenger departure areas between the screening checkpoint and the
aircraft, the ramp, baggage make-up areas, including those where aircraft are being brought into service and
screened baggage and cargo are present, cargo sheds, mail centres, airside catering and aircraft cleaning
premises.

Security test: A covert or overt trial of an aviation security measure which simulates an attempt to commit
an unlawful act.

STEBs: Security tamper-evident bags that should only be used for the sale of LAGs by airport outlets or on
board aircraft.

Sterile area: That area between any passenger inspection or screening control point and aircraft into which
access is strictly controlled. (Also known as Security restricted area.)

Terminal: The main building or group of buildings where the processing of commercial passengers and
freight and the boarding of aircraft occurs.

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Transfer passengers/baggage: Passengers/baggage making direct connections between two different

flights.

Transit passengers: Passengers departing from an airport on the same flight as that on which they arrived.

Travel document: A passport or other official document of identity issued by a State or organization which
may be used by the rightful holder for international travel.

Unaccompanied baggage: Baggage that is transported as cargo and may or may not be carried on the same
aircraft with the person to whom it belongs.

Unclaimed baggage: Baggage that arrives at an airport and is not picked up or claimed by a passenger.

Unidentified baggage. Baggage at an airport, with or without a baggage tag, which is not picked up by or
identified with a passenger.

Unruly passengers: Persons who commit on board a civil aircraft, from the moment when the aircraft door
is closed prior to take-off to the moment when it is reopened after landing, an act of:

• assault, intimidation, menace or wilful recklessness which endangers good order or the safety of
property or persons;

• assault, intimidation, menace or interference with a crew member in the performance of duties or which
lessens the ability to perform duties;

• wilful recklessness or damage to an aircraft, its equipment, or attendant structures and equipment such
as to endanger good order and safety of the aircraft or its occupants;

• communication of information which is known to be false, thereby endangering the safety of an aircraft
in flight;

• Disobedience of lawful commands or instructions for safe, orderly or efficient operations.

Vulnerable point: Any facility on or connected with an airport, which, if damaged or destroyed, would
seriously impair the functioning of the airport. Example ATC, Fuel storage area etc

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ABBREVIATIONS

1. AAI - Airports Authority of India

2. AC – Aerodrome Committee
3. ACI - Airport Council International
4. ACS - Assistant Commissioner of Security
5. ACOS (CA) - Additional Commissioner of Security Civil Aviation
6. AEP - Aerodrome Entry Permit
7. APSC - Airport Security Committee
8. APSU - Airport Security Unit
9. ASG - Aviation Security Group
10. ASTI – Aviation Security Training Institute
11. ASTP - Aviation Security Training Package
12. AWB – Air Way Bill
13. AVSEC – Aviation Security
14. BBA – Baggage Break-up Area
15. BCAS - Bureau of Civil Aviation Security
16. BDDS - Bomb Detection and Disposal Squad
17. BMA – Baggage Make-up Area
18. BTAC - Bomb Threat Assessment Committee
19. BTCP - Bomb Threat Contingency Plan
20. BWAF - Bomb Warning Assessment Form
21. CASO - Chief Aerodrome Security Officer
22. CC – Central Committee
23. CCTV - Close Circuit Television
24. CISF - Central Industrial Security Force
25. CCS – Cabinet Committee on Security
26. COE - Controller of Explosives
27. COSAH - Committee of Secretaries on Aircraft Hijacking
28. COS(CA) - Commissioner of Security (Civil Aviation)
29. CRPF – Central Reserve Police Force
30. CTP – Combined Test Piece
31. CLIP- Caller Line Identification Procedure
32. DAW – Directorate of Air Worthiness

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33. DCOS(CA) - Deputy Commissioner of Security (Civil Aviation)

34. DFMD - Door Frame Metal Detector
35. DGR – Dangerous Goods Regulation
36. DGCA - Directorate General of Civil Aviation
37. EDDS - Explosive Device Detection System
38. EDS - Explosive Detection System
39. ETD - Explosive Trace Detector
40. EVD - Explosive Vapour Detector
41. HHMD – Hand Held Metal Detector
42. HUM - Human Remains
43. IATA - International Air Transport Association
44. ICAO - International Civil Aviation Organisation
45. IED - Improvised Explosive Device
46. IFSO – In-flight Security Officer
47. LTPE - Low Temperature Plastic Explosive
48. LAG’s - Liquid Aerosols and Gels
49. MCA - Ministry of Civil Aviation
50. MHA - Ministry of Home Affairs
51. MANPADS - Man Portable Air Defence System
52. MZDFMD - Multi Zone Door Frame Metal Detector
53. NCASTP - National Civil Aviation Security Training Programme
54. NCASQCP - National Civil Aviation Security Quality Control Programme
55. NCASP - National Civil Aviation Security Programme
56. NSG – National Security Guards
57. OTP – Operating Test Piece
58. PSO – Personal Security Officer
59. QRT – Quick Reaction Team
60. RDCOS(CA) – Regional Deputy Commissioner of Security (Civil Aviation)
61. SARP – Standards and Recommended Practices
62. SLPC – Secondary Ladder Point Checks
63. SOP – Standard Operating Procedure
64. STP – Standardised Training Package
65. SPG – Special Protection Group
66. TIP – Threat Image Projection

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67. UVSS - Under Vehicle Search System

68. UVSM - Under Vehicle Search Mirror
68. XBIS – X-ray Baggage Inspection System

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Aircraft Acts and Rules of 1934 & 1937

Aircraft Acts of 1934

It extends to the whole of India and applies also-

(a) To citizens of India wherever they may be;
(b) To, and to the persons on, aircraft registered in India wherever they may be;
(c) To, and to the persons on, aircraft registered outside India but for the time being in or over India; and.
(d) To an aircraft operated by a person who is not a citizen of India bus h as his principal place of business
or permanent residence in India.

Section 5 Power of Central Government to make rules for Civil Aviation

Section 5 A Power to issue directions (DGCA or any other officer empowered by Central Govt)

Section 10 Penalty for act in contravention of Rule made under Section 5 of the Aircraft Acts.
(2-3 years imprisonment or fine uptoRs. 10 Lakhs or both)

Section 11 A Penalty for failure to comply with directions issued under section 5A (2 years
imprisonment or fine uptoRs. 10 Lakhs or both)

Section 11 B Penalty for failure to comply with direction issued under Section 9A (2 years
imprisonment or fine uptoRs. 10 Lakhs or both)

Aircraft Rules of 1937

The Aircraft Rules 1937, extends to the whole of India and apply also (unless the contrary intention appears)-
(a) To, and to persons on, aircraft registered in India wherever they may be, expect cases falling under
sub-rule (4).

(b) To, and to persons on, all aircraft for the time being in or over India.

Rule 8 Carriage of arms, ammunitions, explosives, military stores etc.

Rule 8 A Security check of persons boarding aircraft at aerodrome
Rule 13 Photograph at aerodromes or from aircraft in-flight.
Rule 24 Prohibition on consumption of intoxicating and psychoactive substances.
Rule 24 A Carriage of persons suffering from mental disorders or epilepsy in aircraft
Rule 24 B Carriage of prisoners in an aircraft
Rule 24 C Carriage of animals, birds and reptiles in aircraft
Rule 90 Entry into Public Aerodromes (Access Control)

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Inspection of aircrafts – (Empowers some of government officials authorized by

Rule 156 Central Government to enter aircraft for inspection, but are not exempted from
frisking/searching)
Rules 2003 Carriage of Dangerous Goods by Air.

Rule 2011 TheAircraft (Security) Rules

Rule 17 Disembarkation of Unruly Passenger
Rule 21 Security check before embarkation
Rule 22 Certification of Screeners
Rule 23 Prohibition on carriage of certain goods (in cabin baggage)
Rule 26 Deployment of staff (for security duties)
Rule 27 Security search of aircraft
Rule 28 Access control of aircraft
Rule 29 Locking of cockpit door
Rule 30 Deployment of IFSO
Rule 31 Security control for hold baggage
Rule 37 Security control for Cargo and Courier bags
Rule 40 Prohibition on carriage of certain goods (in cargo and courier)

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Role of Various Agencies in Aviation Security

Role of Airline Security

National legislations

Aviation (Security) Rules 2011

Part V Security Measures By Aircraft Operators

Aviation Security Order / Circular

Order 03/2009 Security functions to be carried out by Aircraft Operators
Order 05/2009 Norms for deployment of Airline Security staff for Security functions
(Recommendations by Shri Arun Mishra Committee)

Security functions to be carried out by Aircraft Operators

• Security of Aircraft
• Aircraft Search (Pre-flight anti sabotage Checks)
• Security of parked / idle aircraft.
• Screening of Registered Baggage
• For security and surveillance in BMA and for accompanying the screened baggage up to aircraft.
• Security in Baggage break-up area.
• Screening and escorting of screened cargo / unaccompanied baggage
• Secondary security checks.
• Surveillance in departure hall
• Security of catering items.
• Security of Control Room (including bag tags, boarding cards, etc.)

Role of Aviation Security Group (ASG) / Airport Security Unit (APSU)

National legislations
Aviation (Security) Rules 2011
Rule 13 Aviation Security Group (ASG)
Rule 14 Duties of Chief Aerodrome Security Officer (CASO)

Aviation Security Order / Circular

Circular 10/2000 Induction of CISF in the airports for aviation security duties.

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CISF (Central Industrial Security Force)

CISF has been entrusted with security of airports in India. They are designated as Aviation
Security Group (ASG).

Wherever the State / Union Territory Police is responsible for security they are termed as
Airport Security Unit (APSU)

The In-charge of CISF at an airport is designated as the Chief Aerodrome Security Officer
(CASO) and is responsible for enforcement of security measures at an airport.

Unit’s or Components of ASG/APSU

• Intelligence and surveillance unit
• Anti-hijacking unit
• Support unit
• Protection unit

These units will perform following functions:

Anti-hijacking unit:
• Guarding of access control points to prevent unauthorized entry.
• Pre-embarkation checks of passengers and hand baggage.
• Security of sterile area, apron and ramp policing
• Guarding of aircraft on ground.

Protection Unit:
• Protection of perimeter, ATC.
• Carry out mobile and foot patrols.
• Guarding of cargo complex.
• Guarding of terminal buildings.
• Cordoning of aircraft in case of in case of unlawful interference.

Intelligence and surveillance unit:

• They will keep surveillance in terminal building, passenger lounge, security hold, apron and any other
area assigned by CASO.

Support Unit:
• Control room which will work round the clock.
• Administrative work.

The ASG’s BDDS unit is responsible for the following functions

• Detection and disposal of Explosive Devices.
• Attending bomb threat calls of aircraft and terminal buildings
• Handling of unclaimed and suspected baggage.
• Disposal / Demolition of confirm threat / IED.

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• Store Explosive used in demolition of IEDs.

• Participate in theBTAC.

Role of Airport Operator

National legislations

Aviation (Security) Rules 2011

Part II Security Measures at Aerodrome

NCASP 2011
Chapter 4.3.2 The AVSEC responsibilities of Airport Operators

AVSEC responsibilities of Airport Operators:

• Convene the Aerodrome Committee meetings
• Issuance of vehicle permits & ADP for access of vehicles in operational areas
• Preparation of various Contingency Plans for the airport which is required to be approved by Appropriate
Authority.
• Provision & maintenance of Perimeter / fencing, Perimeter road, perimeter lighting, apron, gates / entry
points, security hold area, frisking points/booth, Provision of Security Stamps, hand baggage checking
counter, isolated parking bay, Cooling pit etc
• Provision & maintenance of electronic equipments / devices like X-ray BIS, DFMD, HHMD for passenger
screening
• Sign boards for educating the passengers / airport employees
• Co-ordination in the event of any contingency at the airport.
• To conduct Airport Security Committee (APSC) meetings.
• Inline Screening.(Wherever Applicable)
• Airport Fire Services (AFS)
• Air Traffic Services
• All operational and administrative expenses of ASG/APSU
• Issuance of Temporary airport entry passes

Appreciate the Need for Security Awareness

Security staff should learn how to recognise suspicious patterns of behaviour, while understanding the
importance of avoiding racial and ethnic stereotyping.
The following are examples of possible suspicious behaviours which may be an attempt at reconnaissance
or the beginning of an actual attack:
• Unknown persons photographing procedures or facilities
• Vehicles with personnel in them loitering and perhaps taking photographs or creating diagrams of
procedures or facilities
• Unknown persons attempting to gain access to facilities
• Unknown contractors trying to gain access to facilities to repair, replace, service, or install equipment
• Unexpected package drop offs or attempted drop offs
• Unknown persons loitering in the vicinity of facilities for extended periods of time. These persons may
be attempting to plant explosive devices, observing how long it takes for someone to notice them and
take action or even be participating in suicide bomber activities.
• Attempts to gain information about procedures:

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 Out-of-the-ordinary telephone phone calls by unknown persons trying to ascertain security,

personnel, or standard operating procedures.
 E-mails from unknown sources attempting to obtain information regarding the facility, personnel,
or standard operating procedures
 Unknown persons attempting to gain information about operations, aircraft, or facilities by walking
up to personnel or their families and engaging them in a conversation.
• Unknown persons or individuals establishing unauthorised or unlicensed businesses or roadside food
stands either adjacent or in proximity to facilities. Street vendors attempting to sell merchandise to
passengers.
• General aviation aircraft operating in close proximity to airport facilities or passenger aircraft when they
don’t normally do so.
• Anti-national sentiments being expressed by employees or vendors. Anti-national pamphlets or flyers
distributed to employees or placed on windshields in parking lots.

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Module 2

Overview of International Civil Aviation Security

Module Objective:

• Describe threats to Civil Aviation

• Nuclear , Biological , Chemical and Radio-active material threats
• Sabotage of aircraft , airport and armed attack
• Type of offender (mentally challenged / disgruntled employees, criminals, terrorist etc.)
• Vulnerability of Civil Aviation operations
• Unlawful seizure of aircraft
• Aviation Security Convention
• National Legislations
• Regional Civil aviation Conference
• Key responsibility of states and appropriate authority
• NCASP / SOP

International Legislations

Annex 17
Standard 3.1.3 Each Contracting State shall keep under constant review the level
of threat to civil aviation within its territory, and establish and
implement policies and procedures to adjust relevant elements of
its National Civil Aviation Security Programme accordingly, based
upon a security risk assessment carried out by the relevant
national authorities

National Legislation

NCASP 2011
Chapter 12 Adjustment of programme

Aviation Security Order / Circular

Circular 01/2008 Categorization of Airports

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Primary Objective of Aviation Security

The primary objective of the Aviation Security is the safety and security of passengers, crew, ground
personnel, general public, airports, aviation installations and all other matters relating to safeguard against
acts of unlawful interference with civil aviation operations.
Aviation Security Principles
• Civil Aviation shall operate from a Safe and Secure environment;
• Develop and implement Legislation and procedures necessary to ensure a safe and secure
environment;
• Security measures shall be consistent with Standards
• Prosecute or extradite persons who carry out acts of unlawful interference

Nature of Threats

Conventional / Traditional threats to Civil Aviation

• Sabotage of Aircraft
• Sabotage of Airports
• Hijacking of aircraft on the ground or in flight; and
• Armed attacks on / off airport facilities.

TYPES / CHARACTERISTICS OF OFFENDERS

▪ Mentally deranged persons / Psychotics

▪ Persons seeking revenge - Disgruntled employees /Dissatisfied passengers
▪ Terrorists individuals and groups
▪ Criminals individuals and groups

TERRORISM

Terrorism is an act of placing someone in extreme fear. It is the unlawful use of violence against the Public
to intimidate a Government.

Factors contributing to terrorism:

▪ Religious factors
▪ Economic conditions of a country
▪ Natural disasters
▪ Political factors
▪ Social recognition

The supports needed by the terrorist organizations:

▪ Financial support
▪ Motivated manpower
▪ Support of Public
▪ Arms & Ammunition
▪ Media

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▪ Training

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Who are the Terrorists?

• Terrorists are generally people who feel alienated from society and have a grievance or regard
themselves as victims of an injustice.
• Terrorists are devoted to their political or religious cause and do not regard their violent actions as
criminal.
• Terrorists are ruthless and show no fear, pity or remorse.

Characteristics of Terrorists

• Target specific individuals on an aircraft, such as Diplomats or VIPs

• Engender fear of flying in the general public and disrupt normal life; and
• Obtain the release of prisoners, perhaps from their own group
• They operate in small groups or complex networks
• They are usually well organized
• Have access to necessary resources such as money, technical expertise, weapons, explosives and
sometimes supported by governments or States; and
• Aims are political in nature

Characteristics of Criminals

Attacks on Civil Aviation by criminal groups or individuals are rare and their motivation is
• Monetary gain or
• Extortion
• Personal gains
• Difficult to classify
• Unpredictable

New and Emerging Threats faced by Civil Aviation

• Suicide Attack on the Airport/Aircraft Facilities

• Use of Aircraft as a weapon of mass destruction
• Use of Nuclear weapon, Radioactive Substances and Dangerous Goods.
• Use of Chemical and Biological warfare
• Air to air attack by Missile
• Ground to Air attack by Missile (MANPADS)
• Cyber Terrorism
• Use of Magnetic System
• Attack through the electronic system to misguide the air traffic communication.

CBRN – chemical, biological, radiological and nuclear attack

▪ Chemical warfare
• Biological warfare
• Radioactive substances
• Nuclear weapons

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A growing concern among security professionals is that terrorists will someday use CBRN materials, in an
attack against an unsuspecting public.

Chemical weapons are those that are effective because their chemical action can cause death, permanent
harm or temporary incapacity.
Some toxic chemicals, such as phosgene, hydrogen cyanide and tear gas, may be used for both civil and
peaceful, and hostile purposes. When they are used for hostile purposes, they are considered chemical
weapons.

Biological weapons are weapons that achieve their intended effects by infecting people with deliberate
release of dangerous bacteria, viruses or fungi, or biological toxins (e.g. Anthrax, Small pox, ricin, a natural
toxin occurring in plants).

Radiologicalweapon is designed to spread radioactive material such as uranium, plutonium etc with the intent
to kill and cause disruption upon a city or nation.

Nuclear: Death and injury caused from caused from the effects of an explosion that includes blinding light,
intense heat (thermal radiation), initial nuclear radiation, blast, fires started by the heat pulse, and secondary
fires caused by the destruction.

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Why is civil aviation considered as an attractive target?

• Instant Publicity
• Aircraft is mobile
• Different nationalities on board
• Aircraft can be easily taken in control
• Aircraft itself can be used as a missile
• Small amount of explosive is sufficient to cause huge damage to aircraft
• Adverse impact on tourism thereby furthering the terrorist cause
• Excellent Means of extortion
• Economic damage to the country
• Economic damage to the airline
• Airline carry the flag of the nation
• Large number of people in a confined area

Where can the threats come from?

• Terrorist disguised as a passenger with the intent to hijack the plane

• A terrorist may infiltrate a piece of luggage containing an explosive device directly onto the conveyor
belt
• Using naïve passenger to infiltrate a bomb into their luggage
• Explosive device concealed at the check in area set to explode during the operations

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• Direct attack
• Explosive device placed at the boarding gate area
• Passenger used after check-in
• Interline passengers and baggage
• Cargo/Courier infiltration
• Catering infiltration
• Airport employees
• Terrorist disguised as an airport worker
• Explosive device or weapon left on board to be used on the second leg of the flight

UNLAWFUL SEIZURE OF AIRCRAFT (HIJACKING)

What are the techniques used for hijacking?

In order to execute a hijack of an aircraft, the perpetrator must be able to coerce the pilot-in-command.
Therefore, it is necessary to:
• Smuggle weapons onto the aircraft (examples of how this has been done ranges from concealment in
toys to false prosthetics)
• Possible collusion with or bribery of airport or airline staff
• Armed assault. This has been has been used on several occasions
The types of weapons used vary and may include pistols, automatic weapons, explosive charges, knives, or
flammable material.

SABOTAGE

Sabotage techniques
Most sabotage devices targeted against aircraft are either explosive or incendiary devices and can even be
a combination of the two.

The saboteur needs to have access to the aircraft to plant the device or place the device on the aircraft using
passenger baggage, air cargo, catering or other stores loaded onto the aircraft prior to flight. The most
common means of infiltrating sabotage devices in the past have been:
• Infiltration of device into baggage;
• Collusion with airport or airline staff to place device on aircraft;
• Subterfuge, use of an unsuspecting dupe

Sabotage of airports

Certain critical areas of an airport are vital to the continued operation of an airport, namely:
• Runway;
• Passenger terminal buildings;
• Navigational aids;
• Electrical power supplies;
• Air Traffic Control communications;
• Aviation fuel storage;
• Rescue and fire-fighting services.

Any sabotage to the above facilities can seriously impair the functioning of the airport.

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Suicide bomber

While most successful saboteurs move away from the event of the device activation the suicidal saboteur is
ready to kill himself for the cause.
Whether a religious, political or nationalistic fanatic, these individuals or groups present a formidable threat
to today’s security measures.
These offenders may endeavor to achieve sabotage by:
• Carrying the device on their person; or
• Providing the means to have a device boarded through their checked baggage.

Historical Review of the past incidents

1 First hijacking in the world The first recorded aircraft hijack took place on February
21, 1931 in Lima, (Peru).
2 1969 Year of maximum Hijackings – 87 Aircrafts hijacked, 71
from Cuba.
3 First hijacking in India 30th Jan, 1971, Indian Airlines flight from Srinagar to
Jammu taken to Lahore.
4 Post First Hijacking in India Rule 8 A of Aircraft Rule 1937 was being implemented.
5 Second hijacking in India Indian Airlines Aircraft hijacked on 10th Sep, 1976,
Mumbai to Delhi taken to Lahore.
6 Post Second hijacking in India Shri B.D. Pandey committee was formed in 1976
7 18th Jan, 1978 Formation of DCAS as a cell under DGCA on the
recommendation of Shri B.D. Pandey Committee
8 2nd August, 1984 A Bomb Explosion at Chennai (Meenabakkam) airport.
9 Post Chennai Airport Explosion Bomb Threat Contingency Plan was Implemented.
10 23rd Jun, 1985 • Sabotage of Air India aircraft Kanishka Tragedy over
Atlantic Ocean.
• Explosion at Narita airport (Japan) during transfer of
baggage to Air India aircraft.
11 Post Kanishka Tragedy Justice B.N Kirpal, Commission was setup.
Following security measures were introduced
• Identification of baggage-Mandatory
• Reconciliation of baggage was introduced

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• Re-identification of registered baggage on interline

station by passenger
• Checking of baggage manually even after X-ray
screening
• Inspection of security arrangements of national air-
carriers at foreign stations by BCAS officers
12 1st April, 1987 BCAS was formed as a Regulatory Authority on Civil
Aviation Security under MCA.
13 3rd May 1986 Sabotage of Air Lanka aircraft at Colombo airport.
Explosives send through tea consignment in cargo.
LTTE rebels bombed Air Lanka plane at Colombo airport,
killing 16 people
14 21st Dec 1988 Pan Am 103 incident resulted in death of 259 persons on
board aircraft, as well as 11 persons on the ground at
Lockerbie (Scotland).
15 Post Lockerbie Marking of Plastic Explosive for the purpose of detection.
16 24th Dec 1994 Air France aircraft seized at Algerian airport by four
persons dressed as airline staff - three hostages killed.
Aircraft flown to Marseilles (France) where four hijackers
killed.
17 24th Dec 1999 Hijack of Indian Airlines (IC-814) operating from
Kathmandu (Nepal) to Delhi (India). Finally taken to
Kandahar (Afghanistan)
18 Post Kandahar Incident • Introduction of CISF as ASG in Feb 2000
• Secondary Ladder point checks (SLPC) introduced in
January 2000
• Introduction of Sky Marshals
• Modernization / up gradation of electronic detection
devices
• Preventing an Hijacked aircraft to take off from Indian
soil, once it lands
• Review of contingency plans
19 06 Feb 2000 Ariana Afghan Airlines B-727 was hijacked after take-off

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from Kabul Airport and landed at stanstead Airport,

London.
The purpose of hijacking was asylum.
20 24 July 2001 Colombo Airport (Bandaranaike Airport) attack by LTTE.
21 Post Colombo Attack • Raising of Perimeter wall to the prescribed height
• Access control system strengthened
• Security of parked aircraft at night
• Modernization / up gradation of electronic detection
devices
22 11th September 2001 Attack by Al Qaida using 04 Aircrafts as a weapon of Mass
destruction in USA.
23 Post 11th Sept. Attack • Strengthening of cockpit doors
• Locking of cockpit doors
• Implementation of strict pre-embarkation security
checks
• Deployment of sky marshals
• Ban on steel / metallic cutlery with sharp edges.
24 22nd December 2001 • Richard Reid (Shoe Bomber), a member of Al Qaeda,
boarded American Airlines from Paris to Miami.
Passenger was on Aerial suicide mission.
• Shoe Scanning through XBIS was introduced.
• Carriage of Lighters & Matchbox in the aircraft is
prohibited.
25 28th November 2002 Arkia Airlines (Israel) shot at by shoulder launched surface-
to-air missiles on departure from Mombassa, Kenya.
26 August 2006 (Heathrow Airport Attempt to blow up 11 aircraft with the liquid explosive
Attack) TATP.
27 Post (Heathrow Airport) Restrictions on carriage of more than 100ml of liquid in
cabin baggage
28 January 2010 Moscow Airport
A passenger exploded himself in the Moscow airport
Attack
29 Post Moscow Random screening at the entry gate of the terminal
building. Strengthening of security towards city side.

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Aviation Security Countermeasures

National regulations on Aviation Security shall comply with the specifications made in the international
conventions and in ICAO's Annex 17.
For example, training programmes, quality control programs, airport and airline security programs can
contribute to optimal aviation security on a national level.

The civil aviation industry has developed various countermeasures to counter the threats. These
countermeasures can be categorized as:
• Legislative
• Technical
• Physical

Legislative Measures
International Conventions (Legal Instruments)
International Conventions are International legal Instruments by which Contracting States affirm their
intention to enforce the terms and provisions contained in these Conventions.

International Civil Aviation Organization (ICAO)

The Chicago Convention of 1944 on International Civil Aviation was instrumental in the
formation of International Civil Aviation Organization on 4th April 1947. The organisation
serves as a forum for cooperation in all fields of Civil Aviation among its 191 member
states. India became signatory to the Chicago Convention on 04th April 1947.
The ICAO is a specialised agency of the United Nations and is responsible to promote safe
and orderly development of International Civil Aviation throughout the world. It sets
standards and regulations necessary for Aviation safety, security, efficiency and regularity,
as well as for Aviation environmental protection.

ICAO has legislative powers by means of the SARPs provided by Annex 17. It also organises obligatory
security audits at States worldwide. The ICAO Security Manual contains guidelines on how to implement
the SARPs as provided by Annex 17.

International Conventions

Chicago Convention1944

The Chicago Convention, officially called the Convention on International Civil

Aviation, was signed on 7 December 1944. In 1947 it led to the establishment of
International Civil Aviation Organisation (ICAO).

The governments that signed this convention agreed on certain principles and
arrangements to allow a safe and orderly development of International Civil
Aviation. Furthermore, this convention defines that international air transport
services should be established on the basis of equal opportunities.

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This convention has 18 Annexes in total. The most important one concerning security issues is Annex 17,
containing a description of Standards and Recommended Practices that apply to aviation security.

Tokyo Convention 1963

The Tokyo Convention was established in 1963. The official name of the convention is the Convention on
Offences and Certain Other Acts Committed on Board Aircraft. The Tokyo convention only applies to
offences that are committed on board an aircraft in flight.

This convention focuses on offences that jeopardise:

• The safety of the aircraft.
• The safety of the persons on board the aircraft.
• The goodorder on board the aircraft.
• The penal code of the State of registry of the aircraft.

This convention grants certain rights to the pilot in Command (PIC), in order to ensure the safety and order
on board of his aircraft:
• Restrain passengers when they cause problems.
• Allow the crew to ask assistance from other passengers to overpower unruly passengers.
• Disembark unruly passengers at the next port of call.

This convention also contains some obligations. The State of landing should:
• Restore the control of the aircraft to the pilot in charge.
• Allow the pilot in charge to disembark unruly passengers, disregarding the State's visa or immigration
requirements.
• Take delivery of unruly passengers.
• Take unruly passengers into police custody until the prosecution or extradition is accomplished.

The Hague Convention 1970

The official name of the Hague Convention, established in 1970, is the Convention for
the Suppression of Unlawful Seizure of Aircraft. This convention made the unlawful
seizure of an aircraft (hijacking) an international offence.

The convention came into being following a year in which hijackings peeked: 73 acts
of unlawful seizure, mainly on flights from the USA to Cuba.

Contents of the Hague Convention

This convention obliges the States to:

• Make the unlawful seizure of an aircraft punishable by severe penalties.
• Extradite or prosecute offenders without exception. Both the State of landing and the State of registry
of the aircraft can exercise jurisdiction over these offenders.
• Restore the control of the aircraft to the pilot in charge, not allowing the aircraft to take off to another
destination while the offenders are still in control of the aircraft.
• Report every occurrence to ICAO.

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The Montreal Convention 1971

The official name of the Montreal Convention, established in 1971, is the Convention for the Suppression
of Unlawful Acts against the Safety of Civil Aviation. The primary focus of this convention was the sabotage
of an aircraft.

This convention, established the term aircraft in service, A parked aircraft which is under surveillance
sufficient to detect unauthorized access.

In the early 70s, the number of acts of sabotage increased considerably. These acts of sabotage
were mainly aimed against Israeli targets.
Contents of the Montreal Convention

This convention defines the following offences:

• Violence against a person on the aircraft.
• Destroying or damaging the aircraft, thus endangering the safety of aircraft in flight.
• Placing on board a device likely to endanger the safety of aircraft in flight.
• Destroying or damaging air navigation facilities, likely to endanger the safety of aircraft in service.
• Communicating false information, such as a bomb threat, likely to endanger the safety of
aircraft in flight.

This convention obliges the States to:

• Make attempts and accomplices to offences also punishable by severe penalties.
• Extradite or prosecute offenders without exception. Both the State of landing as the State of registry of
the aircraft can exercise jurisdiction over these offenders.
• Take all practical measures, like pre-board screening of passengers, in order to prevent offences.
• Restore the control of the aircraft to the pilot in charge, not allowing the aircraft to take off to another
destination while the offenders are still in control of the aircraft.
• Report every occurrence to ICAO.

Protocol to the Montreal Convention 1988

The official name of this protocol, added to the Montreal

Convention in 1988, is the Protocol for the Suppression of Unlawful
Acts of Violence at Airports Serving International Civil Aviation.

With this protocol, the definition of offences is broadened to all

unlawful acts against a person or an airport serving international
civil aviation, causing or likely to cause:
• Injury or death at an airport
• The destruction or serious damage to the facilities of the airport
• The destruction or serious damage to an aircraft not in service located in that airport
• The disruption of the airport's services

This protocol was created following a series of attacks on international airports that occurred after the
creation of the Montreal Convention in 1971.

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The Marking of Plastic Explosives Convention 1991 (MEX CONVENTION)

The official name of the Marking of Plastic Explosives Convention,

established in Montreal in 1991, is the Marking of Plastic Explosives for
the Purposes of Detection Convention. This convention focuses on the
detection of explosives.

By 1990, a series of explosions on board an aircraft had a taken place,

resulting in the loss of uncountable lives and the destruction of multiple
aircrafts. These explosions were most probably caused by bombs placed in checked baggage of passengers
who finally did not board the aircraft.

Contents of the Marking of Plastic Explosives Convention

This convention allows the use of existing vapour detection technology to detect plastic explosives. Marking
agents should be added to plastic explosives by the manufacturer.
This convention obliges the States to:
• Prevent the production of unmarked explosives
• Prevent the movement of unmarked explosives through their territory

National Legislations

Enactment of Acts in India to implement International Legal Instruments:-

India is a signatory to all the above conventions. The terms and provisions of international conventions are
given legal backup in India by virtue of following Acts:-

• Tokyo Convention Act – 1975

• Anti-Hijacking Act 1982 and amended in 1994 again being amended in 2010
• Suppression of Unlawful Acts against Safety of Civil Aviation Act, 1982 Amended in 1994

Other National laws related to implementation and enforcement of National Civil Aviation Security
Programme and other related matters are as under:-
• The Aircraft Act, 1934
• The Aircraft Rules, 1937
• The Aircraft (Carriage of Dangerous Goods) Rules 2003
• The Aircraft (Security) Rules 2011
• The Airport Authority of India Act. 1994
• The Restricted Areas Act
• The Prohibited areas Act
• The Immigration Act
• The Explosive Act
• Official Secret Act - 1926
• The Other Minor Acts connected with crimes against civil aviation and related matters.
• Orders and regulations
o Gazette Notifications, AVSEC Orders, AVSEC Circulars and Directions issued by appropriate authority
to implement ‘National Civil Aviation Security Programme’.
o Airports Authority of India Regulations, 2000

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Technical Measures

Annex 17
Annex 17 to the Chicago Convention was adopted in 1974 by the Council of ICAO. Its
purpose is to safeguard International Civil Aviation against acts of unlawful
interference.

Annex 17 contains Standards and Recommended Practices (SARPs) that apply to

aviation security

STANDARD PRACTICE: -Specification necessary for the safety and regularity of

international air navigation. ICAO contracting states will conform in accordance with
the Chicago Convention. When they fail to do so, they are required to inform ICAO
about this. In Annex 17, standards always contain the word shall.

Examples of standard practice:

• Pre-embarkation security checks of passengers, crew, ground personnel

• Screening of hold baggage’s
• Background checks of personnel
• Each contracting state must have a written NCASP

RECOMMENDED PRACTICE: Specification desirable for the interest of safety and regulatory of international
air navigation. ICAO contracting states will endeavour to conform in accordance with the Chicago
Convention. When a state does not comply with a Recommended Practice, they are invited to inform ICAO
about this. In annex 17, recommended practices always contain the word should.
Examples of recommended practice:
• SLPC
• Deployment of IFSO (Sky Marshals)
• Use of Body scanners

Contracting states must notify ICAO about every difference to a standard.The Standards and Recommended
Practices are adopted and incorporated as Annexes to the Convention on International Civil Aviation. There
are 18 Annexure to the Chicago Convention

Annex 17 deals with safe guarding civil Aviation against the act of unlawful interference. The first edition of
Annex 17 was being issued on 22nd March 1974 and the current edition (9th) was issued in March 2011 to be
implemented from 01st July 2011.

ICAO conducts Security Audit of each contacting state in order to review the compliance of Annex-17.

Annex 17: Aviation Security.

Annex 18: The Safe Transport of Dangerous Goods by Air.

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ICAO Security Manual

The ICAO Security Manual for Safeguarding Civil Aviation against Acts of
Unlawful Interference, (Doc 8973) Restricted, is the principal guidance
document developed by ICAO to assist States in the implementation of the
technical specifications contained in Annex 17.

Director General of Civil Aviation (DGCA)

Directorate General of Civil Aviation is an attached office of the Ministry of Civil

Aviation.
The Directorate General of Civil Aviation is the regulatory body in the field of
Civil Aviation primarily dealing with safety issues. It is responsible for regulation
of air transport services to/from/within India and for enforcement of civil air
regulations, air safety and airworthiness standards. It also co-ordinates all regulatory functions with
International Civil Aviation Organisation.
The headquarters are located in New Delhi with regional offices in the various parts of India.

Key Responsibilities of States and Appropriate Authority

International legislation
Annex 17
Standard 2.1.1 Each Contracting State shall have as its primary objective the
safety of passengers, crew, ground personnel and the general
public in all matters related to safeguarding against acts of
unlawful interference with civil aviation.
Standard 2.2.1 Each Contracting State shall apply the Standards and shall
endeavor to apply the Recommended Practices contained in
Annex 17 to International civil aviation operations.
Standard 2.2.2 Each Contracting State shall ensure that measures designed to
safeguard against acts of unlawful interference are applied to
domestic operations to the extent practicable, based upon a
security risk assessment carried out by the relevant national
authorities.
Standard 4.1.1 Each Contracting State shall establish measures to prevent
weapons, explosives or any other dangerous devices, articles or
substances, which may be used to commit an act of unlawful
interference, the carriage or bearing of which is not authorized,
from being introduced, by any means whatsoever, on board an
aircraft engaged in civil aviation.
National legislation
Aircrafts (Security Rules) 2011
NCASP 2011
Chapter 01 Primary Objective
To meet the primary objective of the country the Government of
India has established a dedicated organization namely the Bureau

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of Civil Aviation Security (BCAS) and is in existence since 01st April

1987.
The organization is headed by the Commissioner of Security
under the Ministry of Civil Aviation to develop and implement
regulations, practices and procedures to safeguard civil aviation
against acts of unlawful interference.
The Aircraft Security Rules 2011 provide legal structure and clearly
defines the responsibilities and methods of implementation.

CIVIL AVIATION SECURITY SET UP IN INDIA

International Legislation

Annex 17

Standard 2.1.2 Each Contracting State shall establish an organization and develop
and implement regulations, practices and procedures to safeguard
civil aviation against acts of unlawful interference taking into
account the safety, regularity and efficiency of flights.

Standard 2.1.3 Each Contracting State shall ensure that such an organization and
such regulations, practices and procedures:
a) Protect the safety of passengers, crew, ground personnel
and the general public in all matters related to
safeguarding against acts of unlawful interference with
civil aviation; and
b) are capable of responding rapidly to meet any increased
security threat.

History

The BCAS initially set up as Directorate of Civil Aviation Security (DCAS) on 18 Jan, 1978, as a cell under the
DGCA on the recommendation of the B D Pandey Committee, in the wake of the hijacking of Indian airlines
on the 10th Sept 1976.

The BCAS was organised into an independent organisation on 01st April 1987 under the Ministry of Civil
Aviation on the recommendation of Justice Kirpal Commission formed to investigate Kanishkatragedy .

BCAS is the regulatory authority for civil aviation security in India. It is headed by an officer of the rank of
Director General of Police and is designated as Commissioner of Security (Civil Aviation).

COSCA is the appropriate authority for implementation of Annexure-17 to Chicago convention of

International Civil Aviation Organization.

COSCA is responsible for the development, implementation and maintenance of NCASP.

COSCA, BCAS under powers conferred to him by Government of India through MCA notification number
1797 dt. 03rd July 1997 under section 5A of aircraft act 1934, has the authority to issue the AVSEC Orders
and Circulars.

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Organisation chart of BCAS

Roles / Functions / Duties /Responsibilities of BCAS

International Legislation

Annex 17

Standard 3.1.5 Each Contracting State shall establish a national aviation security
committee or similar arrangements for the purpose of
coordinating security activities between the departments,
agencies and other organizations of the State, airport and
aircraft operators, air traffic service providers and other entities
concerned with or responsible for the implementation of various
aspects of the national civil aviation security programme.

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Laying down AVSEC norms in accordance with ICAO Annex-17 to Chicago convention for Airport Operators,
Airline operators and their security agencies responsible for implementation AVSEC measures.

Monitoring the implementation of Security rules and regulations and carrying out survey of security needs.

Ensure that the persons implementing security controls are appropriately trained and possess all
competencies required to perform their duties.

Planning policy on civil aviation as per ICAO guidelines, to prepare contingency plan, to prepare NCASP and
formulation of Policies.

Coordination among different organizations on AVSEC matters.

Conducting surprise / dummy checks to test professional efficiency and alertness of security staff.
Conducting mock exercise to efficacy of contingency plan and operational preparedness of various agencies.

Advising the Govt. of India on Security matters

Technical Evaluation of equipments used in aviation security.

Responsibilities of COSCA:

International Legislation

Annex 17
Standard 3.1.2 Each Contracting State shall designate and specify to ICAO an
appropriate authority within its administration to be responsible
for the development, implementation and maintenance of the
national civil aviation security programme.

Standard 3.1.4 Each Contracting State shall require the appropriate authority to
define and allocate tasks and coordinate activities between the
departments, agencies and other organizations of the State,
airport and aircraft operators, air traffic service providers and
other entities concerned with or responsible for the
implementation of various aspects of the national civil aviation
security programme.

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National legislation
Aircraft Security Rules 2011
Rule 03 Duties of COSCA

Responsibilities of COSCA

• Establish, Develop, implement, maintain and review the NCASP, NCASTP, NCASQCP in India in
accordance with Annexure 17.
• Issue necessary directions on AVSEC
• Respond immediately to meet any increased security threat
• Allocate the responsibilities and ensure coordination amongst various agencies responsible for
implementation of the various aspects of the NCASP.
• Designate an authority at each aerodrome serving Civil Aviation who shall be responsible for
coordinating and implementation of security controls.
• Establish Aerodrome Security Committee (APSC) at each aerodrome serving civil aviation for
coordinating the implementation of security controls and procedures as specified in the airport /
aerodrome security programme.
• Arrange for security audit, test, survey and inspection to be conducted on a regular basis

National Civil Aviation Security Programme(NCASP)

International legislation
Annex 17
Standard 3.1.1 Each Contracting State shall establish and implement a written
national civil aviation security programme to safeguard civil
aviation operations against acts of unlawful interference, through
regulations practices and procedures which take into account the
safety, regularity and efficiency of flights.

National legislation

Aircraft Security Rules 2011

Rule 03 (i) Duties of COSCA
Develop, implement, maintain a NCASQCP to determine
compliance with and validate the effectiveness of its NCASP.

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National Civil Aviation Security Training programme (NCASTP)

International Legislation
Annex 17
Standard 3.1.6: Each Contracting State shall require the appropriate authority to ensure
the development and implementation of a National Training Programme
for personnel of all entities involved with or responsible for the
implementation of various aspects of the National Civil Aviation Security
Programme. This training programme shall be designed to ensure the
effectiveness of the national civil aviation security programme.

National legislation
Aircraft (Security) Rules 2011
Rule 03 (f) Duties of COSCA
Establish, develop and implement NCASTP

NCASP 2011
Chapter 09 Personnel
Chapter 9.2 AVSEC Training

Aviation Security Order / Circular

Order 20/2011 National Civil Aviation Security Training Programme

Establish, develop, and implement, a NCASTP for personnel of all entities involved with or responsible for
the implementation of various aspects of the NCASP which shall be designed to ensure the effectiveness of
the Security Programme.

Airport Security Programme

International Legislation

Annex 17 Standard 3.2.1:

Each Contracting State shall require each airport serving civil aviation to establish,
implement and maintain a written airport security programme appropriate to meet the
requirements of the national civil aviation security programme

National legislation

Aircraft (Security) Rules 2011

Rule 08 Aerodrome Security Programme

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Aircraft Operators Security Programme

International Legislation

National legislation

Aircraft (Security) Rules 2011

Rule 24 Security Programme
Every Aircraft Operator shall, with the approval of the
Commissioner, make and comply with aircraft operator Security
programme in accordance with the National Civil Aviation Security
Programme and any amended to such programme shall be made
after the approval of the Commissioner.

SOP’s / Aviation Security measures at Airports:

National legislation

Aviation Security Order / Circular

Circular01/2001 Aviation Security measures

Anti hijacking measures

• Frisking of passengers and search of hand baggage
• Armed support to frisking / searching staff
• Escorting of passenger to aircraft
• Apron and perimeter security
• Security of catering items
• Surveillance in Departure areas
• Use of electronic aids-DFMD,HHMD,XBIS,CCTV
• Secondary Ladder Point Checks
• Pre flight security checks / search of aircraft
• Deployment of sky marshals
• On the job supervision by airline staff

Anti sabotage measures

• Screening and protection of registered baggage until loaded into aircraft hold
• Identification / Reconciliation of registered baggage
• Anti sabotage check of aircraft at originating station
• Guarding of aircraft
• Access control of aircraft
• On the job supervision by airline staff
• Security of air crew baggage / aircraft document bags / fuel
• Security of catering items

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• Security of cargo, courier, human remains, postal mail, company stores

• Non acceptance of last minute items by passengers
• Passengers to ensure they are aware of contents of their baggage’s

Measures against terrorist attacks

• Guarding of aircraft and airport facilities

• Apron / airport access control
• Deployment of Quick Reaction Teams (QRT)
• Perimeter wall of standard height
• Perimeter road for patrolling
• Perimeter lighting
• Watch towers \ Patrolling- foot or mobile
• Police stations in close proximity of airport
• Efficient communication system

Security of personnel

• Airport entry permit (AEP) / Airport Entry Card (AEC) issued after security vetting/background checks
• Display of AEP/AEC to detect misuse
• Frisking of all AEP/AEC holders before entry to airside
• Never leave your baggage unattended
• Never lend your uniform / AEP to others
• Never accept a packet for carriage without screening
• On the job supervision / surveillance
• Always display a positive security attitude

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Module-3
Working at the Airport
Module Objective
• Describe and recognize the main features of an airport (Typical airport layout)
• Locate all main airport and airline building and services on an airport
• Visit to airport for familiarization
• Specify the boundaries between non – restricted and restricted area of an airport
• Move about an airport complying with the airport safety rules
• Apply the rules of an airline / airport permit system
• Post review of airport visit

International legislations

Annex 17
Standard 2.3 Security and facilitation.
Standard 3.2 Airport operations
Standard 4.2 Measures relating to access control

National legislations
Aircraft Rules 1937
Rule 90 Entry into public aerodromes

Aviation (Security) Rules 2011

Rule 18 Entries into Aerodrome

Rule 19 Entry into Security Restricted Area

NCASP
Chapter 6.6.1 The Commissioner or any other officer authorized by him in this
behalf may issue the Airport Entry card / permits to the persons
working at the airport or visiting it for entry into the security
restricted areas of the airport in accordance with the AECs
guidelines issued and amended by the Commissioner from time to
time.

Aviation Security Order / Circular

Order 02/2008 Authorization for issue of Airport Entry Pass.

Order 04/2010 Issuance of Temporary Airport Entry Passes by the Airport

Operators under Rule-90(1), Rule 90(3) and Rule 90 (4) of Aircraft
Rules 1937.

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Arrival / Departure Areas Passenger check-in and departure area

Passenger/baggage screening areas

Baggage make-up area Arrival Hall / Baggage Claim Area

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Airport Administration Building Operations Building

Air Traffic Control Tower (ATC) Fuel storage area

Cargo Complex

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Maintenance area Air Navigation Aids

Catering Establishment

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Airport safety rules - moving about the airport

When moving about the airside areas of the airport either on foot or in a vehicle all security personnel:

• MUST know the boundaries between airside, landside, SRA and Controlled areas.
• MUST know the location and correct name of all airport buildings, services and aircraft operating areas.
• MUST maintain radio contact with the airport ground operations control (or ATC) when moving in the
vicinity of taxiways and runways.
• MUST use vehicle hazard lights and wear a reflective safety vest.
• MUST observe airport speed limits and comply with movement rules.
• MUST follow prescribed vehicle routes on the apron and other aircraft manoeuvring surfaces.
• MUST NOT stand, walk, move, park or drive close to an aircraft when the red revolving light on top and
below the aircraft is lit (shows that engines are running, or that start-up, push-back or towing is about
to take place).
• MUST NOT park any vehicle in a dangerous location.
• MUST NOT assume that it is safe to cross a taxiway or runway because it appears to be clear.
• MUST NOT disobey ground control (or ATC) movement instructions.
• MUST NOT cross a runway unless you have received clearance from ground control or ATC tower even
when responding to a security incident [does not apply if the runway is closed.

AIRPORT PERMITS SYSTEMS:-

The airport permit system is a set of rules which controls the access of people and vehicles to restricted
areas

Typical permit for PEOPLE should contain:

• photograph of the holder
• areas and validity
• period of validity
• name of permit holder
• name of employer/agency/organization
• permit serial number
• Designation of the Holder
• Name of the issuing organisation

The most usual types of airport permits are:

• PERMANENT VISITOR such as diplomat or Protocol official from national or foreign diplomatic mission(s)
• TEMPORARY VISITOR
• VEHICLE including airport authority, airlines, agencies, organizations

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EXAMPLES OF AIRPORT SRA PERMITS FOR PEOPLE

Photograph Airport Expiry Date Issuing Airport Expiry Date

of Holder Name dd/mm/yy Authority Name dd/mm/yy
(Colour and Logo Date & and Logo
coded Stamp
background) Name of Permit Holder Name of Permit Holder

Name of Employer Name of Employer

Agency/Organization Agency/Organization

Signature of Signature of Holder Signature Signature of Holder

Issuing of Issuing
Authority Authority

Permit Airport Area of Validity Permit Airport Area of Validity

Serial No. Serial No.

VISITOR SRA PERMIT

Issuing Airport Name Expiry Time

Authority and Logo and Date
Date, Stamp
& Signature

Visitor’s Name

Name of Visitor’s Sponsoring

Agency/Organization

Permit Serial Signature of Holder

No.

Airport Area TO BE ESCORTED AT ALL

to be visited TIMES BY SRA PERMIT
HOLDER WITHIN SRA

Height: 6.5cm Width: 8.5cm

(Area of Validity: Permits are to be colour coded.)

The following types of Airport Entry Cards (AEC) are issued in India

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Srl No Types of AEC Area of Access

01 For those persons whose duty warrants them to visit all areas of civil
Orange
airports/civil enclaves in India.
For crew members of Indian registered airlines whose duty warrants them
Orange ‘C’
to visit all areas of civil airports in India.
02 Purple For persons whose duty warrants them to visit all areas of a specific airports.
For persons whose duty warrants them to visit all areas of a specific airport
03 Navy Blue
except security hold area.
For persons whose duty warrants them to visit the operational area only, in
04 White
a specific airport, excluding SHA and terminal building.
For persons whose duty warrants them to visit the arrival or departure halls
05 Light Brown
of a specific airport.
These commercial passes may be issued to such persons whose duty
06 Light Green warrants them to visit one specific airport for passenger facilitation up to
check-in area of departure side and up to visitor areas on arrival side.
These are issued to representatives of Courier companies whose duty
Light Green ‘C’ warrants them to visit one specific airport for up to check-in area of
departure side and up to visitor areas on arrival side.

Note : Other permits

1. Transferable Passes will be valid with the identity card of the holder, issued by the organization
concerned.
2. Web based bar coded photo identity card for casual labour are issued to Casual workers who are hired
on daily wages.
3. Members of Parliament can enter Airport up to check in counters & arrival hall without an AEC, on the
basis of showing their ID Card.

Typical permit for VEHICLES should contain:

• Registered number of vehicle
• Name of organization
• Area and validity
• Period of validity
• Access gates to be used
• “AIRSIDE” safety status of vehicle

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EXAMPLES OF AIRPORT SRA PERMITS FOR VEHICLES

AIRPORT NAME EXPIRY DATE

AND LOGO DD/MM/YY

NAME OF APPROVED ‘AIRSIDE’

AGENCY/ORGANIZATION SAFETY STATUS

REGISTERED NUMBER
OF VEHICLE

PERMIT SERIAL ACCESS GATE/S

NUMBER
AREA OF
VALIDITY

LOGO
AND
AIRPORT
NAME

PERMIT
SERIAL NUMBER

NAME OF ‘AIRSIDE’
AGENCY/ APPROVED
ORGANIZATION SAFETY STATUS

REGISTERED NO. ACCESS GATE

OF VEHICLE

PERIOD OF VALIDITY AREA OF VALIDITY

Actual size.

(Area of Validity: Permits are to be colour coded)

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MODULE – 4
Access Control – People

Module Objectives

• Understand the operations at a pedestrian security control checkpoint

• List information to be recorded in an access control point logbook
• Be familiar with the use of Standard Operating Procedures (SOPs)
• Be aware of suspicious or unusual behaviour at access control points.

What is Access Control?

Access control means the security procedure applied to ensure that only authorized persons, authorized
vehicles and authorized items carried by such persons or transported in such vehicles are allowed access
into the premises, area or zone being controlled.

International Legislation

Annexure 17
Standard 4.2.1 Each Contracting State shall ensure that the access to airside areas
at airports serving civil aviation is controlled in order to prevent
unauthorized entry.

Standard 4.2.2 Each Contracting State shall ensure that security restricted areas
are established at each airport serving civil aviation based upon a
security risk assessment carried out by the relevant national
authorities.

Standard 4.2.3 Each Contracting State shall ensure that identification systems are
established in respect of persons and vehicles in order to prevent
unauthorized access to airside areas and security restricted areas

Standard 4.2.5 Each Contracting State shall ensure that the movement of persons
and vehicles to and from the aircraft is supervised in security
restricted areas in order to prevent unauthorized access to aircraft.

Standard 4.2.6 Each Contracting State shall ensure that persons other than
passengers, together with items carried, being granted access to
security restricted areas are screened.

Recommended 4.2.8 Each Contracting State should ensure that identity documents
issued to aircraft crew members provide a harmonized and reliable
international basis for recognition and validation of documentation
to permit authorized access to airside and security restricted areas
by conforming to the relevant specifications set forth in Doc 9303,
Machine Readable Travel Documents.

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National Legislation

Aircraft Rule 1937

Rule 90 Entry into public aerodromes –

(1) No person shall enter or be in the terminal building of any Government
aerodrome or public aerodrome or part of such building or any other area
in such aerodrome notified in this behalf by the Central Government
unless he holds an admission ticket issued by the aerodrome operator or
an entry pass issued by the Commissioner of Security (Civil Aviation) or
any person authorized by the Central Government in this behalf.

(2) No person shall, without permission in writing, by general or special

order, of the Central Government or any officer authorized in this behalf –
(a) Enter or remain or cause any other person to enter or remain in the
Movement area
.
(b) Leave or throw or cause to be thrown any animal, bird or property or
object of any nature whatsoever in the Movement area.

(c) Permit any animal under his possession or control or otherwise to stray
in the Movement area; and

(d) Operate any vehicle in the Movement area.

Aviation (Security) Rules 2011

Part III Aerodrome Access Control

NCASP
Chapter 6 Access Control Persons
6.4.1 No person shall enter or be in the terminal building of any licensed
aerodrome or part of such building or any other area, including the
movement area but excluding runway, unless he is a benefice passenger or
a crew member embarking, dis-embarking or in transit or holds a valid
aerodrome entry permit issued by the Commissioner, provided that (a) the
Airport Operator may permit visitors to certain areas of the terminal
building specially marked for the visitors.

6.4.2 All staff, including crew, together with items carried by them shall be
screened before being allowed access into security restricted areas. The
screening procedure shall ensure that no prohibited article is carried and
the methodology shall be the same as for screening of passengers and hand
baggage.

Aviation Security Order / Circular

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Order 04/2010 Issuance of Temporary Airport Entry Passes by the Airport

Operators under Rule-90(1), Rule 90(3) and Rule 90 (4) of Aircraft
Rules 1937.

Circular 14/2000 Entry to the airport

Circular 02/2009 Access control of Casual/Daily Labourers

Circular 18/2009 Courtesy to Members of Parliament at airports

Defence in Depth

Layers of security measures build upon each other to protect civil aviation operations. Therefore if one layer
fails or is deficient, another will hopefully prevent the act of unlawful interference.

These layers may consist of:

• Security Restricted areas and Restricted areas

• Airport identification permits for personnel and vehicles
• Physical Security measures ( fences, gates, locks, patrols etc)
• Detection systems for weapons and Explosives

The first line of defence is the integrity of the airport perimeter and landside / airside boundaries, while
other protective measures for Security Restricted Areas provide another layer.

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Purpose of Access Control

To control the movement of people and vehicles from landside (non-security restricted areas) into airside
(controlled and security restricted areas)

Access Control Challenges

• Size of the airport and boundary

• Number of workers at an airport
• The requirement for people and vehicles to have legitimate access to controlled and security restricted
areas for operational purposes
• Airports are often 24-hour per day operations

Access Control Points

• Must be manned at all times they are open or in use, or otherwise locked or closed.
• All persons working at the airport must use the SRA access points when entering SRA, (includes aircraft
crew and airline employees).

External Access Control Points

Internal Access Control Points

Access Control Point for Staff

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Access control system can be

• Physical
o Controlled by security guard using equipment such as a turnstile for people and a drop-arm barrier
for vehicles

• Automated Access Control Systems (AACS)

o Coded card (with or without PIN)
o Proximity card (RF) (with or without PIN)
o Biometric Systems.
o IRIS
o Face Geometry

Coded card Hand Geometry

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IRIS Scan system

Requiring Access for legitimate need

• Airport Employees
• Airline & Tenant Employees
• Employees of other Airport Organizations( Police/customs/immigration)
• National Government Representatives
• Diplomatic Representatives
• Emergency Services
• Visitors

Passengers

• Require valid boarding card and Travel Identification documents

• Family and friends should NOT be allowed to accompany passengers into the Security Restricted
Area.

Access Control Point Equipment

• Barriers, gates, turnstiles, etc.

• Communication equipment, such as radio, telephone, etc.
• Weapons & Explosive detection equipment e.g. metal detectors, x-ray equipment , explosive trace
detection
• Search equipment for vehicles, e.g., lights mirrors
• Control point log/book and Standard Operating Procedures (SOPs)
• Facilities (location and environmental conditions)

Contents of Access Control Point Log

• Time control point was opened or handed over to a new shift

• The status of check point equipment
• Record of incidents at the control point
• An inventory of items and/or equipment kept at the control point for its operation

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Control Point Log Entry

• Control point location

• Details of incident to include:-
o Name of visitor and serial number details of permits
o Registration number of vehicle
o Purpose of access
o Additional important details
o Details of who made the log entry
o Dates and times
o Nature of the incident
o Responding agencies etc.

Recognizing behavior that may be suspicious

• Unknown person without a permit.

• Attempt to gain access to restricted area.
• Carrying a parcel.
• Circumstances not normal.
• Incident can be called “suspicious”.

TYPICAL STANDARD OPERATING PROCEDURE (SOP) FOR A SPECIFIC ACCESS CONTROL POINT, EITHER WITHIN
A BUILDING OR EXTERNAL, WILL INCLUDE THE FOLLOWING INSTRUCTIONS:-

• The security personnel on duty at an access control point must ensure that only authorized persons and
embarking passengers, properly documented, are allowed access into an airport restricted and
controlled area.
• Security personnel shall check that all persons entering a controlled area are in possession and displaying
a valid airport identification permit.
• Security staff will also check that embarking passengers are in possession of valid travel documents
including an airline boarding card which indicates the airline flight and passenger details.
• In the event that any person gains or attempts to gain unauthorized access to an airport restricted area,
security personnel will endeavour to prevent such entry and will immediately notify the security
supervisor.
• Details of all incidents will be recorded in the access control point log.
Note: This typical SOP is to be replaced by the local Standard Operating Procedures.

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EXAMPLE OF THE CONTENTS OF A TYPICAL CONTROL POINT LOG

CONTROL POINT LOCATION:

LOG ENTRY:

NAME OF VISITOR:

REGISTRATION NUMBER OF VEHICLE:

PURPOSE FOR ACCESS:

COMMENTS :___________________________________________________________________

LOG ENTRY MADE BY:

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ACCESS CONTROL - PEOPLE

EXAMPLE ACCESS CONTROL POINT LOG
Checkpoint # …6….Incident log

Date Time Details of Incident Name & Initials

12 Dec 2008 15:30 Took over checkpoint 6 from D Shift. I Guard. All Mr. ABC
equipment listed in SOP accounted for and serviceable.
Comms check to security control. OK
12 Dec 2008 15:30 Took over checkpoint 6 from D Shift. I Guard Mr. ABC
12 Dec 2008 15:30 All equipment listed in SOP accounted for and serviceable.
Comms check to security control. OK

12 Dec 2008 16: 30 Visit to check point by B shift supervisor. All in order I Supervisor
12 Dec 2008 16: 30 Comms check to security control. OK
12 Dec 2008 17:43 A green Toyota car reg. AA - A- 1234 approached Mr. ABC
checkpoint.
Driver requested directions to main cargo terminal.
Driving License MH – 02 – 12 -34567 Name G Driver.
Directions given as requested.
12 Dec 2008 18: 10 Handed over checkpoint to N I Guard Mr. ABC
12 Dec 2008 18: 10 Took over check point 6 from AN Other. All equipment N I Guard
listed in SOP accounted for and serviceable.
12 Dec 2008 18:30 Comms check to security control. OK N I Guard

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Module – 5
Access Control – Vehicles

Module Objectives

• Verify that vehicle access control point equipment is in working order

• Carry out control of vehicle access at vehicle access control point.
• Carry out search of vehicles to detect prohibited articles.
• Apply Standard Operating Procedures (SOPs) for vehicles.
• Describe the procedures for dealing with irregularities or security incidents

General Principles

• Access to airside or Security Restricted Areas must be allowed only to those vehicles with a clear
operational requirement.
• The admission of vehicles to airside areas should be restricted for reasons of security and safety and
to avoid congestion on aircraft movement areas

International Legislation

Annex 17

Standard 4.2.3 Each Contracting State shall ensure that identification systems
are established in respect of persons and vehicles in order to
prevent unauthorized access to airside areas and security
restricted areas

Standard 4.2.5 Each Contracting State shall ensure that the movement of
persons and vehicles to and from the aircraft is supervised in
security restricted areas in order to prevent unauthorized access
to aircraft.

Standard 4.2.7 Each Contracting State shall ensure that vehicles being granted
access to security restricted areas, together with items contained
within them, are subject to screening or other appropriate
security.

National Legislation

Aircraft Rule 1937

Rule 90 Entry into public aerodromes

Aircraft (Security) Rules 2011

Rule 18.7 (c) Entry into aerodrome
No person shall:
Operate any vehicle without entry permit from the COSCA
in the movement area.
NCASP 2011

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Chapter 6.5.1 Vehicle movement through gates from land side to airside shall be
controlled by Airport Security unit.

Chapter 6.5.3 Each authorizing agencies shall ensure that the drivers of vehicles
issued with restricted area vehicle permit are qualified to drive the
appropriate class of vehicle and have been given instructions in all
safety requirements for the operation of a vehicle in the airside.

Chapter 6.5.4 The aerodrome operator may issue aerodrome entry permit for
vehicles required to operate in the airside on operational,
emergency and maintenance purpose. The permit shall be specific
to the vehicle and affixed on it conspicuously. The vehicle permit
shall contain at a minimum :
• Registration No. of vehicle.
• Duration of permit.
• Owner of vehicle.
• Issuing authority.

Chapter 6.5.5 No person shall, without permission in writing by general or

special order of the Commissioner, operate any vehicle in the
movement area other than those vehicles which are engaged in
operational, maintenance or emergency duties.

Chapter 6.5.6 Ambulance and other emergency service vehicles requiring access
to airside may be permitted only after a temporary permit is
issued by the Aerodrome Operator.

Chapter 6.5.7 The Commissioner may authorize a person to use Airport

Operator’s vehicle or his own vehicle or any other vehicle with
“follow me” vehicle, if so required, for access to the airside on
protocol , health or security grounds.

Chapter 6.5.8 All vehicles, occupants and supplies thereon to be conveyed to the
airside or other security restricted areas shall be admitted only
after having been inspected by the security staff to prevent
carriage of unauthorized firearms, explosives , explosive devices,
any dangerous goods, any other suspicious objects.

Aviation Security Order / Circular

Circular 36/2005 Access of vehicle up to the Tarmac on Security/ Medical and
Protocol ground

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Challenges

• Size of the airport and boundary

• Number of workers at an airport
• Airports are often 24-hour a day operations
• The requirement for people and vehicles to have authorized access to controlled and security
restricted areas for operational purposes

Authorized Vehicles

• Immigration and other Government Agencies

• Airport/Airline vehicles
• Emergency Services
• Visitors
• Vehicles may be required to be searched depending on the local AVSEC Programme
• Special procedures for vehicles carrying aircraft crews, high value goods, prisoners and deportees

Access Control Point Equipment

The security personnel taking over duty at an access control point should always make sure of the
operational status of the access point by checking that all equipment at the control post is in working order.

• Barriers, gates, turnstiles, etc.

• Communication system, such as radio, telephone

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• Weapons & Explosive detection equipment e.g. metal detectors , explosive trace detection
• Search for vehicles, e.g., lights, angled mirrors
• Control point log/book and Standard Operating Procedures (SOPs) including stop lists

Access Control Point Log

• Time control point was opened or handed over to a new shift

• The status of check point equipment
• Record of incidents at the control point
• Record visits to the control point by supervisors
• Details of vehicles without passes
• Details of vehicles admitted; ( depending on frequency and local SOP)

Typical Vehicle Permit

All motorized vehicles and equipment used on the airside in the vicinity of aircraft should be “safety
inspected” prior to the issue of an airside access permit. Permits for vehicles should contain the following
information:-

• Registration number of vehicle

• Name of organization/agency
• Area of validity
• Period of validity
• Designated access gate to be used
• AIRSIDE safety status of vehicle

Examining Vehicle Permits

• Vehicle number on permit matches actual vehicle registration number

• Name of organization is correct and bona fide
• Permit is valid and not expired
• Permit valid for access point
• Authorizing signature correct / bona fide.

Checks carried out on a vehicle before allowing it access to airside

• Check vehicle permit for validity

• Check the vehicle for presence of any Restricted / Prohibited article
• Only drivers having ADP are allowed to drive in the airside
• Driver/occupants should have AEP
• Frisk the driver/occupants
• Check all items being carried in the vehicle

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Search of a vehicle will require a trained vehicle searcher and specialist equipment, but effective checks can
be made by well briefed staff who may not have received formal training on detailed searching. Before
commencing a search of a vehicle, the searcher must have the authority to search and search for the
restricted article. The following search equipment should be available to conduct the search effectively:-

• Adequate lighting ( flashlight, torches and dragon light )

• Under Vehicle Search System (UVSS)
• Under Vehicle Search Mirror (UVSM), Mirrors on extended or telescopic handle.

Attention to be paid during searching a vehicle

• The interior of the vehicle.

• The trunk, boot or load carrying area .
• The engine compartment.
• The underside of the vehicle.
• The roof of a vehicle
• Any external apertures.

• Some vehicles such as those carrying bonded goods, high value cargo or in-flight catering will often
be sealed.

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• The driver however is often in possession of a document that shows the number of the seal that was
affixed when the load area was sealed.

• By ensuring that the serial number of the seal corresponds with that shown in the document and
shows no sign of being tampered with, access may be granted without further search or check.

To control the movement of vehicle at access point following equipments is required:-

• Physical Controls equipment • Barriers in front of gate

• Crash Rated Electro-hydraulic Bollard System
• Crash Rated Electro-Hydraulic Tyre Killer
• Crash Rated Electro-Hydraulic Road Blocker
• Communication system • Radio /Telephone/Alarm
• Search Equipment • Under Vehicle Search Mirror (UVSM)
• HHMD for checking of personnel
• ETD/ EVD
• Dragon Light
• Flash Light
• Under Vehicle Search System
• Documentation • Log book/Record book.
• Other facilities • Signs/Adequate lighting.

Physical Controls equipment

Crash Rated Electro-hydraulic Bollard System Crash Rated Electro-Hydraulic Tyre Killer

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Crash Rated Electro-Hydraulic Road Blocker

PROCEDURE FOR DEALING WITH SECURITY INCIDENTS / ATTEMPTS

The procedures for dealing with irregularities, or security incidents at an access control point. In case of
discovery of suspect explosive device

• Do not touch the device

• Do not open
• Do not unwrap
• Do not shake or handle
• Do not turn or unscrew
• Do not cut strings, etc.
• Do not lift or remove covers
• Notify a supervisor

Discovery of suspect person

• Check for valid AEC, reason for entry

• Frisk / search for suspect items
• In case of any doubt Notify supervisor

GUIDELINES FOR THE CONTENTS OF A LOCAL STANDARD OPERATING PROCEDURE (SOP) FOR DEALING
WITH A PROHIBITED OR “SUSPECT” ITEM DISCOVERED DURING SEARCH OF A VEHICLE.
• Remain calm and polite.
• Do not alarm vehicle driver.
• Do not allow the vehicle to enter the airport.
• Do not try to restrain the driver or use physical force.
• Immediately notify supervisor.

NOTE: These guidelines are to be replaced with the local airport Standard Operating Procedures

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Module 06
Recognition of Explosive Devices and Offensive Weapons

Module Objective:

• Define and classify Prohibited articles

• Recognize prohibited articles
• Recognize dangerous goods
• List and identify the main components of improvised explosive and incendiary device
• Describe security response on discovering a prohibited article

Legal framework

International legislation

Convention 1991 Montreal Convention on Marking of Plastic Explosives 1991

Annex 17
Standard 4.1.1 Each contracting State shall establish measures to prevent
weapons, explosives or any other dangerous devices, articles or
substances, which may be used to commit an act of unlawful
interference, the carriage or bearing of which is not authorised,
from being introduced, by any means whatsoever, on board an
aircraft engaged in civil aviation.

National Legislation

Aircraft Act 1934,

Section 10 Any person carrying explosives or dangerous goods in an aircraft
shall be punishable under Section 10 of Aircraft Act, 1934 with
imprisonment which may extend to two years and shall also be
liable to fine [which may extend to ten lakh rupees.]

Aviation (Security) Rules 2011

Rule 20 Prohibition to carry weapon or explosive

Aviation Security Order / Circular

Order 05/ 2005 Permissible & Prohibited Items to be carried by the passenger

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Prohibited Articles

“Articles which are, in the context of aviation security, are defined as those articles, devices or substances
which may be used to endanger the safety of the aircraft and its occupants, or installations and the public”.

Prohibited articles are not allowed to be carried in the cabin of an aircraft, or taken into the Security
Prohibited Area of an airport, except by authorized persons who require them to undertake essential tasks.

Such essential tasks may concern the operation of airport, aircraft operation, engineering, airline/airport
catering facilities and restaurants. Authorized persons may include aircraft crew members who require the
prohibited item for the performance of normal in-flight duties or as part of mandatory emergency/survival
or medical equipment.

Some Prohibited articles though prohibited from carriage in the cabin of an aircraft may be transported by
passengers in their hold baggage so long as the articles will not endanger the aircraft, are properly packed,
and are authorized for carriage by the airline operator concerned.

Persons tasked primarily with the detection of prohibited articles should also be aware that there are certain
articles or substances which are classified as “dangerous goods” by the ICAO Technical Instructions for the
Safe Transport of Dangerous Goods by Air. (Doc 9284).

Some or these articles and substances classified as prohibited articles will also fall under the classification of
dangerous goods. With the exception of a small number of permitted items, dangerous goods must not be
carried by passengers on their person or in their carry-on baggage or hold baggage.

States may in reaction to intelligence about a particular threat also decide that other articles not normally
classified as Prohibited articles or described below should also be excluded from carriage by passengers or
any other person in the cabin of an aircraft or in hold baggage, or carried into the Security Prohibited Area
of an airport.

Handling of Prohibited Articles

In some States, many prohibited articles may be carried by the public legally, but could be used to commit
an act of unlawful interference or would endanger the safety of the aircraft when carried in the aircraft
passenger cabin, should be processed in one of the following ways:

• Placed in the passengers hold baggage, unless the item would endanger the safety of the aircraft.
• Confiscated and subsequently properly disposed of or destroyed.
• Confiscated and kept in storage by the airport authorities or relevant aircraft operator for later return
to the passenger.
• Removed and once properly prepared and packaged, transported in the hold of the aircraft for later
return to the passenger at his ticketed destination.

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Categories of Prohibited Articles

1 Weapons
2 Dangerous Articles
3 Dangerous substances
4 Explosives

Category -1: Weapons

EXAMPLES OF WEAPONS
Weapons are articles designed to kill, injure, immobilise or incapacitate a person.

Handguns, flare guns, blow guns and darts, electric dart guns, rifles, shotguns pellet guns, spear guns and
dart, knives with blades over 10 cms long mace, tear gas, liquids/powders in canisters or disguised as pens,
martial arts weapons, blades or spiked finger rings and wrist bands, sword canes and umbrella swords

Category 2 : Dangerous articles

Any article that can be used to threaten the safety of the aircraft.

Any article that can be used to threaten the safety of the aircraft Starter pistols, toy guns when carried by
an adult and if they are realistic when Carried by children, sharp pointed scissors and letter openers, chisels
,ice picks, large Screwdrivers and knitting needles, pocket knives with blades over 4cm but less than 10cms.

Category 3 : Dangerous Substances

Substances which are capable of posing risk to the health of passengers and crew or the security / safety of
aircraft or property.
• Flammable liquid fuel e.g. Petrol / gasoline, diesel, lighter fluid, alcohol, ethanol.
• Gas & gas containers e.g. Butane, propane, acetylene, oxygen - in large volume.
• Non safety matches
• Turpentine & paint thinner
• Acids and Alkalis e.g. spillable ‘wet’ batteries
• Corrosive or Bleaching Substances - e.g. mercury, chlorine
• Radioactive material. - e.g. Medicinal or commercial isotopes

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• Poisons
• Infectious or biological hazardous material. - e.g. infected blood, bacteria and viruses
• Material capable of spontaneous ignition or combustion.
• Fire extinguishers

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Additional Items Prohibited for Flights assessed at Higher Risk

A risk assessment made by individual member states may indicate that certain aircraft operations are at
higher risk of an act of unlawful interference being committed against them. In these circumstances
individual member states may wish to include one or more of the following items in the states’ list of
Prohibited articles which may not be carried on the person and within cabin or hold baggage as appropriate.

• Knitting needles
• Knives with blades less than 6 cm
• Metal cutlery
• Scissors with blades less than 6 cm
• Liquid Aerosol and Gels (LAG)- each item not exceeding 100ml, total 1litre allowed

Category 4: Explosives

Material that causes a sudden, almost instantaneous, release of gas, heat, and pressure, accompanied by
loud noise when subjected to a certain amount of shock, pressure, or temperature.

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The vast majority of explosives manufactured are lawfully used. The armed forces use propellants to propel
bullets, shells and rockets and explosives to destroy a target. Pyrotechnic materials are used in signaling, in
safety devices such as car air bags, and for entertainment in the form of fireworks and theatrical pyrotechnics

Low explosives
For many years, black powder was the most common low explosive used throughout world. But black
powder or gun powder as it was commonly called, produced a large amount of smoke and was
dangerous to use.

Pyrotechnic materials and propellants are often known as low explosives. The main distinction between
these materials and high explosives is in the way that they produce their effect.

Pyrotechnics and propellants, when initiated by heat, rapidly change from a small volume solid or liquid to
a large volume of hot gases. Pyrotechnic materials and propellants are easily bought in the form of matches,
fireworks or firearms propellants or can be improvised. They are therefore commonly misused by terrorists
in incendiaries and blast bombs. The “pipe bomb” is usually a length of steel pipe with screw-on end caps,
filled with a pyrotechnic material.

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High explosives

As far as explosives detection is concerned, most modern high explosives fall into several groups:
• Nitro-glycerinebased. Nitro-glycerine based explosives consist of mixtures of the liquid explosives nitro-
glycerine (NG) and ethylene glycol dinitrate (EGDN) with solid materials such as wood pulp which reduce
the sensitivity of the explosives to shock. Because they have a long history of industrial use they are
often called “commercial explosives”. Trade or generic names for Nitroglycerine explosives include
“Dynamite”, “Gelignite”, “Blasting Gelatine”, “Special Gel” and “Frangex”, and usually come as paper-
wrapped sticks.

• TNTbased. TNT (trinitrotoluene) is a hard, yellowish white solid that can easily be melted and cast. For
this reason it has long been used to fill bombs and shells. It may be mixed with other explosives which
are not castable but more powerful. TNT is sometimes found as blocks and is often supplied in the form
of flakes. Terrorists have sometimes disguised TNT by casting it into ornaments and decoratively painting
them.

• Plasticexplosives. Plastic explosives are usually mixtures of the powerful explosives RDX (cyclonite or
hexogen) or PETN (pentaerithritol tetra nitrate) with oil or grease, making a puttylike material. Plastic
explosives are easily moulded into any shape and have many military and industrial uses. They are
commonly used by terrorists. It is well known that a few hundred grammes of plastic explosives can
destroy an airliner. “C4”, “PE4” and “Semtex H” are well known plastic explosives.

• Fuel/oxidantmixtures. Fuel/oxidant mixtures comprise something that burns, such as oil, and an
oxygen-containing chemical which liberates oxygen quickly on heating, such as ammonium nitrate. Many
fuels (sugar, charcoal, sulphur and powdered aluminium to name but a few) and many oxidants (most
inorganic nitrates, chlorates, perchlorates and permanganates) will work. Mixtures of almost any fuel
with any oxidant will produce either a pyrotechnic or high explosive effect.

Most modern commercial explosives are fuel/oxidant mixtures. ANFO (ammonium nitrate and fuel oil) and
“Powergel” are examples. Some contain water and are known as “slurries”, “gels” and “emulsions”. They
often come packed in sausage-like plastic tubes. Since many oxidants are common industrial or agricultural
chemicals, terrorists often produce their own fuel/oxidant mixtures, sometimes using them in large
quantities. These are often fuel/oxidant mixtures or mixtures of Nitroglycerine with nitro-cellulose. They
may be used to propel munitions, to produce a blast effect if confined, in rockets, and for their illuminating
properties in flares.

LOW EXPLOSIVES HIGH EXPPLOSIVES

It burns It explodes

It does not require detonator It requires detonator

Magnitude of destruction is less Magnitude of destruction is more

Not safe to handle Safe to handle

Not safe to store Safe to store

Needs confinement to explode Does not need confinement to explode

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More Hygroscopic Less Hygroscopic

S.No Explosive Colour Physical Form

1 RDX White Crystalline

2 PETN White Crystalline

3 Sheet Expl White Flexible

4 C–4 White Plastic/Puttylike substances

5 TNT Pale Yellow Block (Brick Shaped)

6 PEK Yellow Cartridge/plastic mass

7 Tetryl/CE Yellow Granular/Powder

8 Cordtex Chocolate / White / Orange Cord

9 LTPE Black Flexible/cartridge

10 Semtex Black/orange Slurry

11 Gun powder Black Granular

Pyrotechnic

S.No Explosive Colour Physical Form

1 Safety Fuse Dirty black Yarn/jute bounded

Civil Explosives

1 Gelatin Yellow Stick

2 Dynamites Yellow Cartridge wrapped in paper

3 ANFO Greenish Slurry with white crystal of AN

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Improvised Explosive Device (IED) Components

An IED is the explosive device designed, fabricated, placed and activated with an intention of causing
injury/death or to create panic and chaos amongst public or to cause intensive damage to property. IED’s
could be of any size and shape.

IED could be manufactured in any innocuous objects such as Brief case, Suitcase, Tiffin carrier, Sweet packet,
Gift item, Radio, Laptop computer, TV, VCR, Telephone, Cycle, Scooter, Car, Vehicle etc. It may be operated
electrically or mechanically and designed to explode while handling or by use of any delay mechanism or
remote control etc. Its components are :
• Explosive material (main charge)
• Detonator
• Power source
• Switch Mechanism

Explosive

To attack the aviation industry the terrorist will prefer using high explosive as it is safe to carry, small quantity
is sufficient to cause a huge damage, it is also easy to conceal.

Detonator

There are various devices used for initiating explosives and

connecting charges. These include detonators, fuses and shock
tube. A detonator is a small cylinder containing an initiating
explosive and, usually, a “booster” charge of high explosive. It is
used to initiate the detonation of high explosives. In blasting and
demolition, the detonator is normally stored separately from the
high explosives and inserted only when the charges are placed and
the area is evacuated.

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• Non Electric detonators are open at one end. A fuse is inserted into the open end and the spark from
the fuse impinges on the initiating explosive and fires the detonator. The plain detonator is sometimes used
with percussion caps and other devices which can produce a flame. This is half filled and half empty for
inserting safety fuse.

• Electricdetonators have wires emerging at one end. They are fired by passing an electric current through
the wires. In legitimate use this current is provided by a hand-held device called an exploder. In terrorist
and criminal use, a battery together with an improvised electrical delay circuit (timer and power unit or
TPU) is commonly used to fire the detonator.

Power Sources

Power sources of bomb could be from normal batteries such as 1.5V, pencil and
torch cells, 6V, 9V etc. There are flat batteries, which can be used for letter bombs.
Latest batteries manufactured in pure plastic containers, which are difficult to
view in x-ray machine.

IED Initiating Mechanism or Switches used in an IED

These are also known as Bomb Initiating Mechanism. It normally is based on four principles they employ
such as:
• ANTI HANDLING
• DELAYED
• AMBIENT CONDITION
• REMOTE CONTROL/ COMMAND

ANTI HANDLING
Anti Handling Bombs when it is inadvertently removed, lifted or opened it may explode.
Anti-handling switches may vary from a small micro switch to improvised switch such as cloth-peg or loop
made from normal electrical wire. It is otherwise called as “Victim operated switch”.

DELAYED
Delayed Bombs delay was achieved by normal clockwork mechanism like watch or timepiece. Delay can also
be used by chemicals cleverly concealed in ordinary objects and these chemicals when come in contact with
Improvised explosives causes fire or explosion. Chemicals such as sulphuric acid, cupric chloride, nitric acid
slowly eats away the metal, the breaking of metallic wire will trigger the firing mechanism.

Ambient Condition Switches

The triggering mechanism is activated by environmental factors such as gas, smoke acoustic, barometric,
humidity, proximity, light, sound etc.

Remote Control
Normal remote control bombs are activated by transmission of electromagnetic waves.

Type of Switches / Mechanism

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Anti Handling Delayed Ambient Condition Remote Control

Pressure Clock Work Proximity Radio control

Pressure Release Electronic Timer Gas/ smoke sensitive FM Transmission
Pull PTD Timer Barometric/ humidity Command wire
Collapsing Circuit Thermal X-ray sensitive Infra-red beam
Tension Water Drip Infrared sensitive Laser
Vibratory Water Add Metal sensitive Cell phone
Lift Pyrotechnics Acoustic sensors Pager
Light / Dark sensitive Satellite Phones

EFFECTS OF EXPLOSION
a) Blast Effect
High pressure -Up to 40, 00,000 PSI.
Velocity of Detonation of TNT -25,000 KMPH.

b) Fragmentation
Speed of fragments may be up to 6000 KMPH.

c) Thermal
High Temperature of 3000 – 4000 0 C.

d) Translation
Bodies are lifted above ground level and thrown away.

e) Concussion
In the air a vacuum or suction effect is created behind the moving blast wave.

f) Earth and water shock

Damage takes place miles away.

g) Secondary effects
Fire, damage to building, vehicles etc

It is estimated that 50 PSI of pressure cause eardrum to rupture and 250 PSI of pressure applied on lungs
of a human being, can cause his death. The high pressure of 40 lakh pounds per square inch (PSI) and high
velocity of atmosphere moving at thousands of KMPH will cause death to anyone situated in the blast zone.
This is why we find many people are killed beyond recognition at the point of detonation.

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DIFFERENCE BETWEEN IED AND IID:

IED IID

Four components (Explosives , detonator , power Three components (Low Explosives , Initiator and
source and switch) Incendiary material)

It require detonator It does not requires detonator

Magnitude of destruction is more Magnitude of destruction is less

Requires triggering mechanism Required ignition mechanism

Difference between Improvised explosive device and Bomb.

BOMB IED

Service Explosives Improvised Explosives

Made by approved ordinance factory Made by Anti National elements(ANES)

Standard mechanism used Improvised mechanism used

Used by Army & Security forces (SFS) for safety & Used by ANES to kill innocent public & create
security of the country terror in public

Very difficult to diffuse as mechanism is not

Can be diffused easily as mechanism is known
known.

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Places of Concealment of Explosives

• On the person – add examples

• In cabin baggage
• In hold baggage
• In Cargo or Mail
• In vehicles

Methods of Concealment
It can be Disguised, Dismantle & Camouflaged Disguised Dismantle (Self Loading Pistol Dismantled)

• Explosives in Shaving Cream Tubes

• Liquid Explosives in Whisky Or Wines Bottles
• Explosives in Birth Day Cake
• Blasting Gelatin Embedded in Chocolate
• TNT Cast in Toy Shapes, Doll Head, animals, Wall Painting.
• IED in false Bottom of Baggage.
• Explosive Jacket.
• Preparation Of Explosive From Local Material
• Detonator Hidden In Pen, Calculators and Shoe Sole.

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ACTION ON DETECTION OF EXPLOSIVES

DO’s

• Notify Supervisor
• Evacuate men immediately to a safe distance.
• Open all windows and doors
• Place sand bags around the suspected object
• Inform bomb disposal squad.
• Inform fire brigade, hospital and ambulance.
• Handle the package alone if you are duty bound to handle.

DONT’s
• Do not touch
• Do not pass any Metallic Objects
• Do not throw Water
• Do not open
• Do not unwrap
• Do not shake or handle
• Do not turn or unscrew
• Do not cut strings
• Do not lift or remove covers

Modern Methods of Explosive Detection (EDDS & EDS)

The explosive detection system generally involves detection of explosives from head space by vapour, trace
particulate or bulk detection system which employs technology for detection and identification of
explosives.

Most explosives consist of organic compounds of carbon, nitrogen, hydrogen and oxygen

The explosive detector is designed to detect these organic compounds. When contraband has narcotics or
explosives are handled by a person it leaves microscopic particles behind the hand and clothes. The same
person if touches the handle of bag, zip or lock may harbour microscopic quantities of substances. These
microscopic substances can be detected with help of explosive vapour / trace detectors.

TYPES OF EXPLOSIVES DETECTORS:

• ETD
• EVD
• Canine (Sniffer dog)

Principle of Explosive Vapor Detector (EVD) Operation :

The explosive vapor detectors are designed to capture vapor emitted from the explosive. Success of these
explosive vapor detectors depend upon sensitivity, selectivity, vapor concentrations and residence time in
which the bomb is concealed and placed in the environment.

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Working principle:
• The gaseous samples enter an ionisation chamber where particles are ionised.
• The explosive vapour traces collected are fed into the chamber, ionized and converted into electrically
charged molecules.
• These molecules move at different speed, depending upon the molecular structure and size which help
in the identification of explosives.

Equipment collects vapor or particulate matter from surface contamination to detect a wide range of
explosives including plastic explosives. Samples are collected via hand vacuum for vapor or directly from the
surface by wiping it with trap material. Once the sample is collected either in the form of vapor or trace from
surface, then it is processed by placing it in an intensifier for analysis. The result is obtained instantly.

Principle of Explosives Trace Detectors Operation (ETD)

In this method, the particles/ traces of explosives are taken from surfaces. Collection of sample from surface
of bag is very important for better detection. A specialized paper disk known as sample trap is used to wipe
the contaminated surface and inserted into the desk top analyzer for analysis. The analyzer then identifies
the sample. Indication is given both audible and visual alarm. The analysis can be stored and printed for any
evidence.

ION track instrument has now developed another portable hand held detector working on the same principle
as vapour tracer2 i.e. ION Trap Mass Spectrometry. The equipment is developed with support of US
department of defense on behalf of TSA, customs service and cost guard. It is easy to use 5 button keypad
and LCD display. The instrument requires little operator training. The instrument is capable of detecting
microscopic quantities of explosives both in vapour and particulate mode.

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Advantages and Disadvantages of ETD / EVD

Advantages:
• Portable
• Auto-calibrated.
• Ready to operate in less than 10 seconds.
• Constant adjustment of operating conditions in line with the changes in the atmosphere.

Disadvantages:
• As a machine it may malfunction.
• It may give false alarm.
• Expensive
• Only trained staff can operate.
• Airtight materials will defeat sampling technique, vapour will not be available.

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Module 07
Building and Area Search Procedure

Module Objective
• Describe building and search area procedure
• List the three basic types of “sterile” passenger holding areas
• Conduct a physical search of a holding area for prohibited items
• Understand response action to deal with “suspect” items located in a holding area in accordance with
Standard Operating Procedures
• Maintain the sterility of a holding area

International Legislations

Annex 17 Standard 5.1.3

Each Contracting State shall ensure that arrangements are made to investigate, render
safe and/or dispose of, if necessary, suspected dangerous devices or other potential
hazards at airports.

National Legislation

General Principles for Building and Area search

For searches to be effective they should be conducted systematically by staff familiar with the area
concerned. The main reason for this being that outside personnel will be unlikely to know the layout of the
aircraft or terminal building and the various places in which a device could be concealed and therefore will
not so easily be able to spot anything which is out of place or unfamiliar. Search plans should be prepared in
advance and staff trained to use them. A search Coordinator must be nominated to provide control of the
search process and if necessary take the decision to evacuate.

Searches should be briefed on action to be initiated if suspicious object is found. When a suspect device is
discovered the possibility of secondary devices should not be discounted.

The use of hand-held communications is useful for coordination of the search and is often the only way of
ensuring appropriate and speedy lifesaving procedures for search and evacuation. However, once a suspect
device has been located those using hand-held communications should immediately move away and ensure
that they and anyone else in the area move outside the cordon as quickly as possible. Radios should not be
used to transmit within 25 metres of a suspect device.

Before starting the search, strict control of access must be implemented in the area being searched, this is
necessary to ensure devices are not introduced into the area once it has been cleared.
Effective and systematic searching takes time, if the warning received indicated a possible detonation time

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for the device which will prevent a thorough search being conducted then the best and safest option is
evacuation of all personnel to a safe area and waiting for the arrival of specialist explosive disposal
personnel.

Sterile Holding Area concepts / Basic Screening plans:

• Decentralized, usually at the aircraft boarding gate
• Semi-centralized, usually after the duty-free shop area
• Centralized, usually before the duty-free shop area

Decentralized
Screening Points at Boarding Gates

TERMINAL
1 2 3

Concourse Pier 4

7 6 5 Screening
Points

Boarding Gates

Screening of passengers is carried out immediately before boarding at the boarding gate, jet-way or terminal
door leading directly to an aircraft or adjacent apron area. Passengers screening takes place when the
passenger boarding process begins.

• Requires screening point at each boarding gate

• Passengers screened immediately before boarding
• Staff/equipment must be available to handle optimum passenger load in limited time
• Screening point manned only when screening is in progress

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Semi-centralized
Screening Points at Holding Areas
Screening
Points

1 2 3 Mobile
Lounge
Concourse Pier
4
7 6 5

Boarding Gates

Screening of passengers is carried out at the entrance to an area designed to hold all passengers for a
particular flight. This holding area is secured (i.e. made “sterile”) by means of walls or suitable barriers,
together with controlled access points. The holding area may also be a vehicle designed to carry passengers
to a distant aircraft. Screening takes place as passengers arrive at the holding area and passengers remain
within the holding area until the boarding actually begins.

Centralized
Screening Point at Concourse

TERMINAL
1 2 3

Pier 4

7 6 5

Screening
Point Boarding Gates

Screening of passengers is carried out at the entrance to a concourse, finger or satellite containing several
gates, with no specific relationship to a particular flight. Screening can therefore take place a considerable
time before a particular flight is due to depart Passenger remain in the concourse area until a short time
before their flight commences.

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PHYSICAL SEARCH OF A HOLDING AREA FOR PROHIBITED ITEMS

Initiation of a Search

The Coordinator can initiate a search by:

• Sending a message to the search teams over a public address system. It should be coded to avoid
unnecessary disruption and alarm to the public;
• Use of personal radios, pagers or mobile/cell phones; or
• A telephone cascade system: the Coordinator rings, say, three members, who in turn each ring a further
three members and so on until all the teams have been alerted.

What searchers should look for?

It is difficult to give guidance to search teams about the appearance of suspect explosive devices as they can
be disguised in many ways.

Briefing of Searchers

Searchers should be briefed to

• Look for unidentified objects or anything:
 That should not be there
 That cannot be accounted for
 That is out of place
• Do NOT TOUCH suspicious objects
• Notify the Search Coordinator of progress of search and discovery of any suspicious objects.
• Mark the location of suspicious object with a prominent object (but not touching the device)
• Withdraw from the immediate area and await further instructions

Guidance for Searching Terminal Buildings

Search Plans

It is vital to have search plans prepared in advance, and staff trained in them. The objective is to make sure
that the whole terminal building is checked as quickly and effectively as possible.

Search plans must be readily available at all times, architect’s drawings, checked for accuracy and
appropriately adapted, are suitable for this purpose. Sufficient spare copies should be available for use
during search operations. Searchers and the Coordinator can then eliminate sections from the plan as they
are declared clear.

Search procedure /technique:-

There are three types of search procedure/technique. Before searching an area, searcher first should divide
the area into three level.

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Search Sectors

The first step in preparing a search plan is to divide the terminal building into Sectors. The building may
already be segregated into various zones and therefore it may be convenient make these the sectors. Each
sector must be of manageable size for the number of searchers nominated to it. Remember that effective
and systematic searching takes time.

The sector may be one large room - such as a check-in area, concourse, baggage reclaim area , or perhaps a
number of small airline operations offices in an office suite. It is most important that cloakrooms, stairs,
corridors and lifts are included in the search plans and also car parks and other areas outside the building.

Search Teams

Search teams should be formed from staff nominated to search those areas with which they are most
familiar. Numbers required will depend upon the size of the search task. Reserves should be appointed in
case of absence. Staff should be trained and rehearsed.

Search Priorities

Those areas which are to be used as evacuation assembly areas, together with those areas where the
greatest number of the public or staff are likely to be vulnerable, should be searched first. Consider also, as
a priority, those public areas to which the perpetrator may have had easy access such as restrooms,
elevators, stairways and hallways. Those areas to which access is normally controlled may be searched last.
Do not overlook car parks, the outside area of the terminal building and the perimeter.

How to Search

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The conduct of searches will depend on local circumstances and local knowledge. The overriding principle is
that they should be conducted in a systematic and thorough manner so that no part is left unchecked. The
searchers need to practice, to get a feel for the logical progression through their area (whether it be in a
terminal building, baggage reclaim area or administrative or operations office suite) and the length of time
it will take.
With this in mind the method outlined in this typical example is of a Room Search in a sector, it should be
adapted to reflect the peculiarities of the actual area being searched.

Example Room Search

• A search should begin at the entrance to the room.

• Each searcher or team should first stand still and look around the room.
• They should note the contents of the room and make a quick assessment of those areas that will need
special attention.
• They should look for any unusual lights (including small light sources knows as Light Emitting Diodes
which are often used in the arming circuits of improvised explosive devices).
• They should also listen carefully for any unusual noises - particularly ticking or whirring sounds.

If anything unusual is seen, the searcher or team should alert the Coordinator who will decide whether to
evacuate the building.
If nothing unusual is seen, the search should begin.
The search should be conducted methodically, moving in one direction around the area to be searched. It
should be carried out in three sweeps.

• The first sweep is to work around the edges of the room, taking in the walls from top to bottom and the
floor area immediately beneath the wall. Look inside fireplaces, behind curtains and window blinds,
behind and beside furniture around the edges of the room. The sweep should finish at the doorway
where it began.

• The second sweep should take in the furniture and the floor. Furniture should not be removed but
drawers should be opened and searched and gaps in and under furniture should be explored. If the floor
covering shows signs of recent disturbance, it should be lifted.

• The third sweep should cover the ceiling, if it is of a kind in which objects might be concealed. Start at
one corner and systematically search the whole surface.

After the search has been completed, and if nothing has been found, the Coordinator should be informed
immediately so that the sector can be marked ‘CLEAR’ on the search plans.

Searching should continue until the whole area has been cleared. Do not forget that secondary devices are
not unknown.

If a suspicious object is found follow the golden rules:

• DO NOT TOUCH OR MOVE THE OBJECT.
• If possible leave a distinctive marker near (not touching) the object.
• Move away from the device to a designated control point, leaving lights on.
• Inform search team leader or Coordinator.
• The Coordinator should implement the evacuation plan.

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• Stay at the control point and draw an accurate plan of the location of the suspicious package or device
for the assistance of the police and explosive disposal experts.
• The person finding the object should be immediately available for interview by the police or security
services.
• Don’t use more searcher than necessary.
• Use 02 searcher per room or an area of 250 Sq.ft
• Mark the area after searched
• Don’t assume that only one device is planted
• Don’t trust anything and don’t assume the face value of objects.

If the item detected is a weapon:

• Immediately safeguard the item; and
• Notify the search coordinator (supervisor).

If the item located is an explosive device or object that appears to be an explosive device:
• Do not touch the object;
• Mark the location; and
• Notify the search coordinator (supervisor).

Record the following details in screening point log, when an item is found
• Location of holding area
• Time and date searched and by whom
• Result of Search
• Details of item(s) detected
• Action taken on finding the item(s)/object(s)
• Name of person notified of find
• Time and date of notification
• Action taken for safeguarding/disposal of item(s)/object(s)

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Module 8
Patrolling & Guarding
Module Objective:
• Know the principle of Defence in Depth
• Understand how physical barriers contribute to Defence in Depth
• Describe how security patrols & guards fit into the concept of security
• Know vulnerable areas in physical barriers at the local airport
• Understand Standard Operating Procedures for dealing with signs of interference or intrusion of the
airport physical barriers
• Comply with the airport regulations governing the airside movement of security vehicles
• An overview of the legislation.

International Legislation
Annex 17
Standard 4.8 Each contracting State shall ensure that security measures in
landside areas are established to mitigate possible threats of act of
unlawful interference in accordance with a risk assessment
carried out by the relevant authorities

Standard 4.2.3 Each contracting state shall ensure that identification systems are
established in respect of persons and vehicles in order to prevent
unauthorised access to airside areas and security prohibited areas.
Identity shall be verified at designated checkpoints before access is
allowed access to airside areas and security prohibited areas.
National Legislation

Aircraft (Security) Rules 2011, Rule 6

Every aerodrome operator shall construct a perimeter wall around the aerodrome.

Aircraft (Security) Rules 2011, Rule 7

Provision of lighting, road for patrolling and observation pos

Airports and aircraft are subject to attack. One of the security measures used to protect airport and aircraft
is by carrying out patrolling and guarding of aviation facilities. During increased threat conditions it may be
necessary to increase security of the airport terminal and restrict access to only those persons who are
actually travelling on a flight that day and authorized airport and airline personnel.

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Basic Concept of Security

• DETER
Observable security infrastructure such as fences, lights, sensors and CCTV and the obvious presence of
well trained and technically skilled security personnel, contributes to this profile.

• DELAY
Security fences, anti-climbing devices, installation security, and securing of the aircraft doors can
contribute to delay, sufficient to increase the likelihood of apprehension by security personnel, other
airport personnel

• DETECT
Preventing acts of unlawful interference by detecting. Detecting attempts by unauthorized persons to
gain access to aircraft, security restricted areas or controlled areas; detecting prohibited articles on
persons and baggage. Deployment of security personnel at static security posts or mobile security
patrols, may contribute to the detection process.

• RESPOND
Effective response to a security incident requires the availability of security personnel at short notice to
attend the scene of the occurrence within the time bought by the delay and detection systems in place.

To deter an unlawful act against civil aviation requires the presentation of a security profile, sufficient to
persuade a would-be perpetrator that the airport, airline or air cargo is a "hard target" and that there is a
high risk of failure and/or apprehension.

Defence in Depth

Defence in Depth (also referred to sometimes as layers of security) and that layers of security measures build
upon each other to protect aviation and operations. Therefore if one layer fails or is deficient, next is
designed to prevent the act of unlawful interference being successful.

These layers may consist of:

• Security Restricted areas and Restricted areas
• Airport identification permits for personnel and vehicles
• Physical Security measures ( fences, gates, locks, patrols etc)
• Detection systems for weapons and Explosives

Principles of airport protection based on:

• Controlling movement of people and vehicles
• Dividing airport into non-restricted and restricted areas
• Protecting airport with physical barriers
• Preventing penetration of airport barriers

NON RESTRICTED AND RESTRICTED AREA SEPARATION ACHIEVED BY:

• Provision of physical barriers such as fences, use of buildings and natural obstacles
• Limiting authorized access to controlled gates and designated access points

INTEGRITY OF BARRIER CARRYING OUT FOOT OR MOBILE PATROL:

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• Search guards protecting access points and vulnerable facilities, building and installations
• Security personnel carrying out foot or mobile patrols

PHYSICAL BARRIERS

Objectives of Physical Barriers

• Define area to be protected
• Create physical and psychological deterrent
• Delay intrusion and assist detection/apprehension
• Provide controlled access points for people and vehicles

Elements of a Physical Barrier

• Effective security fencing as per ICAO standard
• Efficient security lighting
• Limited access control points
• Use of building, structures. natural barriers such as water, geographic terrain
• Any access points must be protected

Integrity of barriers maintained by

• Security guards protecting access points and vulnerable airport facilities, buildings and installations
• Security personnel carrying out foot or mobile patrols

ADDITIONAL PROTECTION REQUIRED FOR:

Landside/airside storm sewers, ditches

• protected by grilles, bars, railings
• monitored by surveillance, patrols, inspections, anti-intrusion alarm devices and additional lighting

In order to be effective physical barriers require guarding and patrolling by security personnel
• Guarding is basically a static duty
• Patrolling is a mobile function either by foot or in a vehicle
• Increased threat situations require additional guards and patrols

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Security patrolling

OBJECTIVE OF SECURITY PATROLLING IS TO:

• Deter and prevent unauthorized access
• Detect attacks and attempted attacks against airport buildings, aircraft, installations
• Ensure effectiveness of physical barriers (door, windows and openings)
• Respond quickly to attacks and attempted attacks

SECURITY GUARDING

Objective Of Security Guarding Is To:

• Protect vulnerable areas/vital airport facilities
• Control movement of people/vehicles
• Deter and prevent attacks against airport facilities

Vulnerable Points In Barriers Requiring Special Protection:

• Places where natural barriers used as boundary
• Waterways and storm sewers, service ducts
• Buildings used to form part of boundary
• Uncontrolled access points for vehicles (e.g. public roadways running through airport areas)

Methods Used To Protect The Airport

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• Effective boundary fencing

• Efficient security lighting
• Controlled movement of people/vehicles
• Buildings protected by physical means (door locks, window bars, alarm systems)
• Vulnerable barrier points physically protected (landside/airside sewers, storm drains)

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Guidelines Standard Operating Procedure (SOP) #

Security Guard Duties

Dress
Security Guards assigned to patrol duties are to be dressed smartly in a clean uniform; a high standard of
personal appearance is required at all times. They are to ensure that their actions comply with the Security
Unit code of conduct and always present the [state name of airport] in a positive way.

Patrol Area
[Describe area to be patrolled e.g SRA Apron Area & Controlled Area]

Duration of duties
These duties are to be carried out during the hours of [state time frame – example 06:00 to 20:00hrs] unless
instructed otherwise by the Security Team Leader.

Duties to be performed
When on duty personnel are to:
• Carry out a mobile / foot patrol of the area shown in the attached map.
• Before starting patrol duties and using a vehicle carry out a search of the vehicle and immediate area for
Prohibited items.
• Ensure the vehicle is serviceable and note any unserviceable equipment in the log book. If the vehicle is
considered dangerous to drive then it is not to be used and the situation reported to the team leader.
• Ensure that the vehicle has a serviceable orange anti-collision light which is to be switched on when the
vehicle is moving within the SRA or controlled area.
• Wear a high visibility jacket or vest at all times when operating the vehicle or moving around the SRA or
Controlled area on foot.
• When on patrol carry out the following specific duties: examples

o Check [list specific buildings] for evidence of intrusion.

o Verify the security of aircraft on remote stands. [state location ]
o Patrol specific vulnerable areas [state location]in perimeter fencing.
o Check all cargo containers (ISO - ULD) and cargo storage areas.
o Escort persons, aircraft as detailed by the Team Leader.
o Ensure all persons operating within the SRA are displaying a valid SRA pass.

• The vehicle and all security equipment is to be operated properly as instructed during training. Any break
down or unserviceable equipment that occurs during the shift is to be reported in writing to the security
manager through the team leader.
• Any unserviceable equipment or tasks not completed are to be briefed to the relief shift on take over.

Action on attempt of unauthorised access

If an unauthorized person attempts to gain access to the SRA or Controlled Area inform the duty team leader
and police by the quickest possible means then detain the person if possible.

Rest and toilet breaks

Rest and toilet breaks are to be taken as notified by the Team Leader.

Communication

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Communication from this post is to be made using the radio using the call-sign. [ state radio call-sign for post
].

A communications check is to be carried out every 60 minutes with [ the central security control centre] to
ensure the communications equipment is serviceable.

Note: Communications check every 30 minutes during times of darkness.

Reporting procedures for security incidents

All security incidents and other occurrences, which may become the subject of a complaint or comment
about [state name of airport], are to be made both verbally and in writing according to the standard security
department report format and procedures.

The chain of command for reporting procedures is [state chain of command – example Security Team Leader
- Deputy Security Manager – Security Manager.]

Airport Safety Rules

The attached safety rules are to followed by all security unit personnel whilst operating within the SRA and
Controlled areas of [state name of airport],

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Guidelines Standard Operating Procedure (SOP) #

Security Patrol Duties

Dress

Security Guards assigned to patrol duties are to be dressed smartly in a clean uniform; a high standard of
personal appearance is required at all times. They are to ensure that their actions comply with the Security
Unit code of conduct and always present the [state name of airport] in a positive way.

Patrol Area
[Describe area to be patrolled e.g SRA Apron Area & Controlled Area]

Duration of duties

These duties are to be carried out during the hours of [state time frame – example 06:00 to 20:00hrs]
unless instructed otherwise by the Security Team Leader.

Duties to be performed

When on duty personnel are to:

• Carry out a mobile / foot patrol of the area shown in the attached map.

• Before starting patrol duties and using a vehicle carry out a search of the vehicle and immediate area
for Prohibited items.

• Ensure the vehicle is serviceable and note any unserviceable equipment in the log book. If the vehicle
is considered dangerous to drive then it is not to be used and the situation reported to the team leader.

• Ensure that the vehicle has a serviceable orange anti-collision light which is to be switched on when
the vehicle is moving within the SRA or controlled area.

• Wear a high visibility jacket or vest at all times when operating the vehicle or moving around the
SRA or Controlled area on foot.

• When on patrol carry out the following specific duties: examples

 Check [list specific buildings] for evidence of intrusion.
 Verify the security of aircraft on remote stands. [state location ]
 Patrol specific vulnerable areas [state location] in perimeter fencing.
 Check all cargo containers (ISO - ULD) and cargo storage areas.
 Escort persons, aircraft as detailed by the Team Leader.
 Ensure all persons operating within the SRA are displaying a valid SRA pass.

• The vehicle and all security equipment is to be operated properly as instructed during training. Any
break down or unserviceable equipment that occurs during the shift is to be reported in writing to the
security manager through the team leader.

• Any unserviceable equipment or tasks not completed are to be briefed to the relief shift on take over.
Action on attempt of unauthorised access

If an unauthorized person attempts to gain access to the SRA or Controlled Area inform the duty team

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leader and police by the quickest possible means then detain the person if possible.

Rest and toilet breaks

Rest and toilet breaks are to be taken as notified by the Team Leader.

Communication

Communication from this post is to be made using the radio using the call-sign. [state radio call-sign for
post ].
A communications check is to be carried out every 60 minutes with [the central security control centre]
to ensure the communications equipment is serviceable.
Note: Communications check every 30 minutes during times of darkness.

Reporting procedures for security incidents

All security incidents and other occurrences, which may become the subject of a complaint or comment
About [state name of airport], are to be made both verbally and in writing according to the standard
security department report format and procedures.
The chain of command for reporting procedures is [state chain of command – example Security Team
Leader - Deputy Security Manager – Security Manager.]

Airport Safety Rules

The attached safety rules are to followed by all security unit personnel whilst operating within the SRA
and Controlled areas of [state name of airport],

This SOP comes into force from / Date of Issue

Replaces SOP # dated **/**/**

(which is to be destroyed under secure conditions)

Name of Issuing Authority

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Airport Safety Rules

When moving about the airside areas of the airport either on foot or in a vehicle all personnel:

• MUST know the boundaries between airside, landside, SRA and Controlled areas.

• MUST know the location and correct name of all airport buildings, services and aircraft operating areas.

• MUST maintain radio contact with the airport ground operations control (or ATC) when moving in the
vicinity of taxiways and runways.

• MUST use vehicle hazard lights and wear a reflective vest.

• MUST observe airport speed limits and comply with movement rules.

• MUST follow prescribed vehicle routes on the apron and other aircraft maneuvering surfaces.

• MUST NOT stand, walk, move, park or drive close to an aircraft when the red revolving light on top and
below the aircraft is lit (shows that engines are running, or that start-up, push-back or towing is about to take
place).

• MUST NOT park any vehicle in a dangerous location.

• MUST NOT assume that it is safe to cross a taxiway or runway because it appears to be clear.

• MUST NOT disobey ground control (or ATC) movement instructions.

• MUST NOT cross a runway unless you have received clearance from ground control or ATC tower
even when responding to a security incident [does not apply if the runway is closed].

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Module – 9
Screening and Searching of Passengers

Module Objectives

The purpose of this module is to:

• Describe how access control procedures for Security Restricted Areas are applied to passengers and their
baggage
• Understand the procedures that apply to passenger screening areas and the use of Walk through Metal
Detectors. Know key elements of an effective search of passengers and baggage
• Describe procedures for discovery of restricted articles on passengers and in baggage
• Rough Metal Detectors & Hand Held Metal Detectors
• Be familiar with procedures for screening and searching of passengers and baggage according to local
Standard Operating Procedures

International Legislation
Annex 17
Standard 3.4.3 “Each Contracting State shall ensure that the persons carrying out
screening operations are certified according to the requirements
of the national civil aviation security programme to ensure that
performance standards are consistently and reliably achieved.”

Standard 4.4.1 “Each Contracting State shall establish measures to ensure that
originating passengers of commercial air transport operations and
their cabin baggage are screened prior to boarding an aircraft
departing from a security restricted area.”

Recommendation 2.3 “Each Contracting State should whenever possible arrange for the
security controls and procedures to cause a minimum of
interference with, or delay to the activities of, civil aviation
provided the effectiveness of these controls and procedures is not
compromised.”
National Legislation

Aircraft Rule 1937

Rule 8A Security Checks of persons boarding aircraft

The Aircraft (Security) Rules, 2011

Rule 21 Security Checks before Embarkation
Rule 23 Prohibition on carriage of certain goods

NCASP
Chapter 7.1 Screening of Passengers and carry-on baggage

Aviation Security Order / Circular

Circular 23/ 2005 Procedure for passenger & carryon baggage screening

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Access Control Procedure And Passenger Screening

Sterile area is thearea between any passenger inspection or screening control point and aircraft into which
access is strictly controlled.

Passengers and their baggage are required to undergo pre embarkation checks before entering the Sterile
area, wherein they are screened (passenger frisking and baggage screening) so as to prevent prohibited
articles being carried aboard aircraft. The sterility of this area is maintained by searching, securing and
ensuring that any personnel or items other than the passengers entering the sterile area also undergo the
same type of security checks.

Pre embarkation check at an airport and maintaining the sterility of the SHA is the responsibility of the state
and is carried out by ASG / APSU.

Levels of Search
There are various levels of search. The table below details the various types and the degree of intrusiveness.

Level of Search Remove Clothes? Touch Passenger? Comments

Level 1 No Yes This is a hand search of the outer levels of
the persons clothing (as worn and without
removing them) and a hand search of the
passenger’s body through that clothing.
It may involve the use of a Hand Held
Metal Detector (HHMD) to indicate items
which may have caused the Archway
Metal Detector to alarm.
Passengers may request a private search.

Level 2 Yes Yes Used after a level 1 search if suspicions till

(outer layers exist that the person may still be in
only) possession of a prohibited item, or there is
any other reason to search the person to a
greater depth than a level 1 search allows.
May also be used when person requests a
private search.
Carried out in private away from the view
of other persons / passengers. Requires the
persons consent and a witness of the same
sex as the person being searched.
Level 3 Yes Yes This level of search is usually only carried
out by personnel who have had specialist
training i.e Police or customs. It is carried
out on persons suspected of attempting to
or committing a crime.
It may involve the removal of all clothes
examination of body orifices and the use of
x-ray or other detection equipment.
It may also include detention of the person
and placing that person under observation
for a number of days to allow the
examination of body waste.

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SEARCH PRINCIPLES

• All hand carried items must be screened and/or searched. Preferably pass through x-ray equipment.
• It is important to adopt a systematic approach so that no part of the body, items of clothing or areas of
the bag are overlooked.
• Search should normally be carried out in open but should not be exposed to public view:
Classified or Private documents. Large amounts of currency, jewellery etc.
For female passengers privacy shall be maintained.
• Private search used when necessary to search in sufficient depth to establish if prohibited article is
present.
• Two searchers of the same sex as person being searched.
• All indications of metal on the person by technical equipment must be resolved.
• Persons who cannot be cleared by normal screening process must be searched by hand.
• Any person who cannot be cleared by the total screening process must be denied access to the security
restricted area and/or not be allowed to board an aircraft.

Passenger Screening Locations (Refer Module 07 for details)

Sterile Holding Area concepts / Basic Screening plans:

• Decentralized, usually at the aircraft boarding gate
• Semi-centralized, usually after the duty-free shop area
• Centralized, usually before the duty-free shop area

SCREENING POINT LAYOUT

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Departure Area Access Control

Passengers will require valid boarding pass and identification documents to enter security restricted areas
through the passenger search area.
Family and friends should NOT be allowed to accompany passengers into the Security Restricted Area.

Stages Involved In Passenger Inspection / Screening Process

• Passenger Screening and physical search of passenger
• X-ray examination of baggage
• Physical inspection of baggage
• Searching and Securing Sterile holding area

Location No. 1
Direct passengers through walk-through metal detector and ensure baggage loaded correctly on the X-Ray
conveyor belt

Location No. 2
Monitor walk-through metal detector and conduct check with hand-held metal detector

Location No. 3
Observe X-Ray monitor and identify items to be inspected

Location No. 4
Physically inspect items requiring attention

Location No. 5
Supervise busy screening point

Screening Checkpoint ManpowerAc 23/2005

• Travel Document Checker / X-ray Load officer
• Passenger Searcher
• X-ray Officer (Operator)
• Bag Controller
• Bag Searchers / ETD Operators

Equipments required for Screening

• Equipment designed to scan persons
o DFMD
o HHMD
o Body Scanners
• Equipment designed to screen baggage
o X-ray BIS
• Equipment designed to detect explosives Trace detection
o Explosive Trace Detectors
o Explosive Vapour Detectors
• Frisking booths
• Search table
• Room for discreet / consent search
• Disposal bins
• Discreet alarm system

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• Communication devices – RT / Telephones

• Security check stamp
• Hand gloves

Screening Equipments Checks And Operating Procedure

HHMD
DFMD
Explosive detectors

Door Frame Metal Detector (DFMD)/ Walk Through Metal Detector (WTMD):

The DFMD also known as Walk Through Metal Detector is a screening

equipment which is used to detect metallic items carried by passenger on
person. It detects metallic items which weigh 30gms or above.

Operators Test Piece is used to check the serviceability of DFMD. DFMD gives
an audio and visual alarm.

Advantages:

• Helps to identify metallic item

• Gives a rough idea of the location of the metallic item
• Faster way to check a passenger
• Easy to operate
• Safe for pregnant ladies, heart patient with pace makers.

Disadvantages:

• Cannot detect IED or replicas of weapons made of non-metallic material.

• Detects the metallic items in a specified range only (above 30 gms)
• Not portable
• Expensive
• False alarm

Hand Held Metal Detector (HHMD)

HHMD is used to detect the metallic items on a person’s body.

HHMD gives an audio and visual alarm.

It is safe for pregnant women and person with cardiac pacemakers..

Pre operation checks :

Switch on the HHMD and check battery is fully charged.

Move it on any metallic item on your body and ensure it is giving audio visual alarm.
• Check the HHMD before use
• Greet the passenger
• Ask passenger to remove all metal objects

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• Ensure passenger to remove all metal objects

• Ask passenger to stand on platform
• Hold detector 2.5cm (1”) from passenger’s body, commence search as demonstrated
• Always use systematic method of search
• Do not touch the passenger with the detector.

Hand Search

Due to limitations of technical equipmentsadditional manual hand search of passengers by Reasoned

Selection may be required.

Advantage of hand search

Hand search of people or baggage has following advantages.

• No special equipment required
• Most senses may be used
• Direct interpretation

Limitations of hand search

• It requires consent and co-operation from person who is being hand searched;
• Electrical, electronic or mechanical items will need to be examined by technical equipment such as x-ray
or trace detection e.g. mobile phones, laptop computers, cameras etc.;
• It can be time consuming compared to technical screening equipment when many passengers or bags
are involved;
• Hand search is vulnerable to human failings such as bad habits, inconsistency, tiredness etc.; and
• It can be unpleasant and unhygienic for the searcher.

Hand search of passengers is also known as Pat Down Search

There are two types of pat-down searches.
➢ Whole body pat-down search.
➢ Pat-down search limited to the area of an alarm

Persons with special needs:

Certain passengers who will require handling in a special manner when being processed through the
passenger screening checkpoint. These may include the following classes of person:
• Babies in strollers and Children (will require consent of adult);
• Pregnant women;
• Differently able persons (physically challenged);
• Passengers in wheelchairs;
• Persons with medical conditions [limbs in plaster]; and
• Passengers with religious reasons that effect how they are searched by hand

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Special Category Passengers

There is another type of passenger known as Special Category passengers. These include:
• Passengers with Diplomatic Status
• VIPs
• Potentially Disruptive Passengers-
• Persons in custody
• Dangerous Prisoners and Persons Suffering from Mental Illness
• Deportees

Diplomats and Diplomatic Pouches

A passenger may be granted diplomatic immunity under the Vienna Convention, some States require that
such persons should be subjected to screening.

However, sealed diplomatic pouches in their possession must not be manually or physically searched. All
other carry-on items shall be processed in the normal manner.

Searching Baggage (Reference Documents: Avsec Circular 23/2005&34/2005)

You should take the same methodical approach to searching bags as is required for searching people, but bag
search is easier in that close personal contact with the person or passenger is not necessary.
Because of the lack of personal contact with the passenger the bag searcher may be male or female, irrespective
of the sex of the owner of the bag.

Physical Inspection of Baggage required:

• When an X-Ray examination has not been able to accurately determine the contents of baggage
• When a prescribed percentage check of baggage is required
• In the event of the breakdown of X-Ray equipment
• As prescribed in local Standard Operating Procedures and conducted when higher level of threat exists
either locally or internationally

Sequence of Search

In outline, when you search a passenger's bag the correct sequence is:-
1. Start the search with the bag and it’s owner in front of you. During the search the bag must remain in the
view of the passenger.
2. Ask the passenger for permission to search the bag.
3. When given permission to search, ask the passenger to unlock and open the bag.
4. Turn the bag so that it faces you.
5. Check the outside appearance and construction of the bag for signs of interference or tampering that might
indicate the presence of an IED. Also check the contents of any outside pockets.
6. Check the contents and the inside of bag for prohibited items and dangerous goods.
7. On completion of your search, replace all the contents neatly, close and fasten the bag.

Return the Return the bag to the passenger and thank them for their cooperation.

Discovery of Explosive Device

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• Remain calm
• Call supervisor covertly
• Supervisor to call for police assistance

Discovery of Weapon (Reference Document Avsec Circular 31/2005)

• Close the bag
• Remove it from passenger’s reach or
• Keep the bag within the x-ray equipment tunnel.

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Module-10
Conventional X-Ray
Module Objectives

• X-ray Examination of Baggage – Introduction, Principles & Characteristics

• Requirements of X-ray Baggage Inspection System (XBIS)
• Specifications of XBIS
• Use of Combined Test Piece (CTP)
• Threat Image Projection (TIP)
• Switch on a typical x-ray machine and operate it safely
• Interpret images on an x-ray monitor and identify items that may be prohibited or dangerous
• Know the safety precautions to be followed when using or working around x-ray equipment
• Select Baggage for Physical Examination according to SOP

International Legislation

Annex 17

Standard 3.4.3 “Each Contracting State shall ensure that persons carrying out
screening operations are certified according to the requirements of
the national civil aviation security programme to ensure that
performance standards are consistently and reliably achieved.”

Standard 4.4.1 “Each Contracting State shall establish measures to ensure that
originating passengers of commercial air transport operations and
their cabin baggage are screened prior to boarding an aircraft
departing from a security restricted area.”

Standard 4.5.1 Each Contracting State shall establish measures to ensure that
originating hold baggage is screened prior to being loaded onto an
aircraft engaged in commercial air transport operations departing
from a security restricted area.

Standard 4.5.4 Each Contracting State shall ensure that transfer hold baggage is
screened prior to being loaded onto an aircraft engaged in
commercial air transport operations, unless it has established a
validation process and continuously implements procedures, in
collaboration with the other Contracting State where appropriate,
to ensure that such hold baggage has been screened at the point of
origin and subsequently protected from unauthorized interference
from the originating airport to the departing aircraft at the transfer
airport.

Standard 4.6.1 Each Contracting State shall ensure that appropriate security
controls, including screening where practicable, are applied to
cargo and mail, prior to their being loaded onto an aircraft engaged
in passenger commercial air transport operations.
National Legislation

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NCASP
7.1 Screening of Passengers and carry-on baggage
7.7.3 Screening of hold baggage
7.8.1 to 7.8.3 Air cargo screening

Aviation Security Order / Circular

Circular 25/2004 Minimum Specification for X-BIS

Circular 23/2005 Procedure for Passenger and carryon Baggage screening

Circular 34/2005 Procedure for screening of Hold Baggage

Circular 31/2006 Security Measures of Unaccompanied baggage

X-ray Examination of Baggage – Introduction, Principles & Characteristics

X-rays were invented by Wilhelm Conrad Roentgen, a German physicist when he was experimenting on
Cathode rays in 1895. The standard unit for measuring the quantity of ionizing radiation is ‘Roentgen’
denoted by ‘R’.

Principles of X-ray System

If an x-ray beam is projected on to a fluorescent screen, the coating on that screen will glow. When an object
is placed between the beam and the screen, the object will absorb some of the x-ray, causing a shadow to
appear on the screen. Denser the object, darker will be the shadow.
Example: A revolver absorbs a high proportion of the x-rays and will therefore case a dark shadow.
A hair dryer, although similar in shape, absorbs fewer x-rays and so produces a lighter image.

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Main Properties of X-rays

• They are Invisible
• Move in a straight line and at the speed of light
• Cannot be deflected by means of a lens or prism
• Pass through matter. The degree of penetration depends on the kind of matter and the energy of the X-
ray concerned.
• Impair or destroy living cells
• X-rays wavelengths are extremely short, only 1/10,000 that of light rays.
• X-rays are produced when electrons, travelling at high speed collide with matter.

Requirements of X-ray BIS

Any equipment that we would use at our airports to help us perform our work in a better manner has to
satisfy certain requirements. As per BCAS the X-ray machine should satisfy the following requirements :
• A high detection rate
• An un equivocal differentiation between hazardous and non-hazardous substances has to be ensured.
• Low false alarm rate
• Inspection of entire bag as well as partial bag areas
• Integrated image device
• Detection category of small amounts even below ICAO/TSA standard
• Throughput up to 300 bags per hour for Hold Baggage and 150 pieces per hour for Cargo

Safety Measures in an X-ray BIS

Although X-ray machines may vary in type and manufacture, there are certain inbuilt safety features
provided by the manufacturer of XBIS.
• Low X-ray Dose - Radiation emitted from the x-ray system shall not exceed an exposure of 0.1 mR/hr at
any point 5 cms outside the external surface
• Lead Curtains - Lead curtains prevent scattered X-rays from escaping out of the tunnel
• Lead Shielding - Lead shielding in the unit prevents the emission of scattered x-rays independent of the
covering panels. This ensures safe operation even with external panels removed.
• Interlocks - If an attempt is made to generate X-rays with a critical panel missing an interlock will sense
this and prevent X-rays from being generated.

Film Safe:
• Low X-ray Dosage
• Constant speed of conveyor belt
• Fan beam geometry

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Use of Combined Test Piece (CTP)

CTP is a test kit to check the performance of X-ray BIS as per BCAS specifications.

CTP is to be used as a quick routine test carried out daily to ensure that equipment is working properly and
satisfactory image is obtained. The results of the tests should be recorded. The CTP should be placed on the
belt and passed through the belt at least once in a day before the baggage is screened or after the X-Ray
equipment is switched on to ensure that the equipment is working properly.
A record of the tests conducted should be maintained for a period of One Year.

Threat Image Projection (TIP)

Threat image projection is a software programme that is installed on modern X-ray machines. It projects
fictional images of threat articles (gun/knife/IED) within X-ray image of a real bag under examination

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Standard Operating Procedure (SOP)

Deployment of manpower at X-ray BIS:

Each X – BIS requires to be manned by four-trained personal per shift:

01 – Load Officer
01 – X-ray Officer
02 – Officer for manual hand search of baggage / explosive detection test

The load officer must be positioned at the ‘input’ end of the X-Ray machine to enable him to observe and
assist with the flow of persons proceeding through the screening process. He also profiles the passengers.
He will ensure that bags are placed correctly on the conveyor with a distance of 1 feet or 30 cms between
two bags.

X-ray officer will operate the XBIS. He will study the X-ray image and examine contents of each bag. If any
unauthorized articles are present, or if there is doubt as to the contents of the bag, the bag will be referred
for manual hand search and/or explosive detection test.

In case of any doubt in the X-ray image or presence of Prohibited article other than IED or where a physical
check of bag is required the search officer will examine the bag physically. Physical check may be limited to
the area of alarm or it can be conducted on the entire bag. In case there is a suspicion about presence of
Explosive then EVD/ETD should be used on the bag.

The X-ray operator function will be performed in rotation so that any one person does not monitor X – ray
image for more than 20 minutes at one stretch and resume only after 40 minutes.

Stock of security band / sticker should be kept in secured conditions under the custody of designated official
who will be held responsible if these are found lying unsecured.

“Do's” & Don’ts for screeners

List of “Do's” for screeners

• DO check conveyor belt before operating equipment;
• DO check X-Ray chamber before operating equipment;
• DO make sure leaded curtains are not damaged;
• DO check leaded curtains are hanging straight down; and
• DO check exterior of X-Ray for loose wires/connections.

List of “Don’ts” for screeners

• DO NOT reach into the chamber when X-Ray is on;
• DO NOT allow passengers to reach inside the chamber for their baggage;
• DO NOT allow any person to loiter in the area to observe the screening process;
• DO NOT allow children to play with the leaded curtains or touch the conveyor belt; and
• DO NOT place objects such as coffee, plants and bottles on top of the X-Ray machine.

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Following log books / registers / files shall be maintained at each X – BIS as detailed below: -

a. X – Ray BIS maintenance register –It will contain the details of maintenance work done on XBIS.

b. Dangerous goods register - Details of dangerous goods detected or not permitted to be carried or
permitted to be carried in safe condition will be entered.

Components and Switches of a typical X-ray BIS

X-BIS Components
• X-ray Generator
• Monitor
• Key Board
• Lead Coated Curtains
• Emergency Stop Buttons
• Inspection Tunnel

Interpretation of Image

The X-ray Operator interprets the images presented on the X-Ray monitor, by viewing the monitor and
identifying any item that appears to be suspect or prohibited, such as a knife.

The objects inside a bag are displayed in 03 colours. Orange colour is given to all organic items. Green colour
to medium heavy metals. Blue colour to heavy metals. Items through which X-ray cannot penetrate are
shown as opaque.

The correct interpretation of the X-Ray image is crucial and requires a high degree of skill, which can only be
contained through training and experience.

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Categorization of Bags:

On interpretation of the X-ray image the bags can be categorised as

SAFE
SUSPECT
THREAT

If the X-Ray operator cannot identify an item or has any doubt about an object, the bag will be subjected for
physical examination.

Advantages and Disadvantages of X-ray BIS

X-Ray Screening – Advantages

• Less manpower engaged
• Film safe
• Does not cause any hazard to food and drugs
• Time saving
• Convenience to passengers

X-Ray Screening – Disadvantages / Limitations

• Cost of equipment
• Lack of penetration of X-rays makes it difficult to screen dense items
• Human factor is vulnerable
• Operator skills lost if not used regularly
• High maintenance cost

Computed Tomography X-ray

It is one of the most efficient automated explosive detection systems in the

world today. It provides high resolution 3D images of the entire bag. The CT
technique provides maximum sensitivity and accuracy for material
detection and identification and can be used to specifically to identify
explosives.

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In-line Baggage Screening System for Hold Baggage Screening

Inline hold baggage handling system (HBS) is a multi level X-Ray screening system and has been installed at
various international airports. The inline hold baggage handling system (HBS) has been integrated with
airport baggage handling in order to provide complete hold baggage processing and screening system

There are various levels of search in an In Line Screening Systems.

Level 1
Level 1 screening is to be undertaken by a high speed multi view / computer sliced X-ray machine with
automatic explosives detection facilities. The decision is to be fully automatic and the operator intervention
is only required in start-up and shut down procedures. Un-cleared baggage will go to Level 2, and cleared
bags will proceed to the baggage make-up area.

Level 2
Level 2 screening is remote workstation(s) whereby operator(s) can analyze the image generated by the
Level 1 X-ray machine. The workstation is equipped with enhanced imaging / manipulation systems to assist
operator to diagnoses the screened image.

The conveying system allows 15-20 seconds to for an operator to analyse the images.

Cleared bags shall proceed to the baggage makeup area. Any bag not cleared within a pre-determined time
by the level 2 operators, are considered ‘time-outs’ and automatically forwarded to level 3. In addition any
miss tracked bags on the conveying system are defaulted to the level 3 area.

Any bag considered suspect by the operator are to be flagged and rejected by operator, these will
automatically go to Level 3.

Level 3
All bags at level 3 will be checked by an advanced stand alone X-ray BIS. The un-cleared / suspected bags will
be further checked with latest explosive trace detectors. Cleared bags will be sent to BMA.

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Level 4
All un-cleared / suspected bags at level 3 are reunited with their owners for further inspection and interview.
This process is normally manual and should be done in a safe area outside the boundaries of the baggage
handling system.

Any bag that is still deemed to be suspect after passenger interview, or if the passenger cannot be located,
are normally handled according to the BCAS instructions till arrival of explosives experts. Bomb detection
and disposal squad shall be summoned where available or the bag shall be shifted to cooling off pit.

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Module 11
Protection and Search of Parked Aircraft

Module Objectives:

• Understand the need for protection of parked aircraft.

• Explain security procedures used to protect unattended aircraft.
• Describe the reasons for aircraft security checks and searches / aircraft access points.
• Define the types and timing of aircraft security checks and searches
• Describe appropriate action to be taken if aircraft security measures are compromised.

International Legislation
Annex 17
Standard 4.3.1 Each Contracting State shall ensure that aircraft security checks of
originating aircraft engaged in commercial air transport
movements are performed or an aircraft security search is carried
out. The determination of whether it is an aircraft security check
or a search that is appropriate shall be based upon a security risk
assessment carried out by the relevant national authorities.

Standard 4.3.2 Each Contracting State shall ensure that measures are taken to
ensure that any items left behind by passengers disembarking
from transit flights are removed from the aircraft or otherwise
dealt with appropriately before departure of an aircraft engaged in
commercial flights.

Standard 4.3.3 Each Contracting State shall require its commercial air transport
operators to take measures as appropriate to ensure that during
flight unauthorized persons are prevented from entering the flight
crew compartment.

National Legislation
Aviation (Security) Rules 2011
Rule 27 Security Search of an Aircraft

NCASP
Chapter 6.6 Protection of Aircraft

Aviation Security Order / Circular

Order 05/2009 Norms for deployment of Security Personnel
Circular 26/2006 Pre Flight Security Checks

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Responsibility of protecting aircraft lies with the aircraft operator (airline).

The Security Principle Defense in Depth

• Levels or layers of security measures build upon each other to protect aircraft and airline operations
• First line of defense is the integrity of the airport perimeter and landside / airside boundaries
• Security Restricted Area measures provide another layer
• Security staff operating in immediate proximity of aircraft or patrolling the apron provide another layer
• Crew and other airline staff on board the aircraft provide another layer.

PROTECTION OF AIRCRAFT

Procedures for normal conditions

• Aircraft crew and maintenance staff to challenge and identify all persons attempting to board the aircraft
to ensure only authorized people allowed on board.
• Where security staff are operating in the on or around the aircraft they should identify all persons
approaching, or attempting to access the aircraft or any part thereof
• SRA pass holders are obligated to challenge persons without appropriate identification on display while
in the SRA or attempting to board an aircraft
• Aircraft not in service should have all access points secured, access stairs or passenger loading bridges
removed. Stairs left near aircraft should be immobilized.

Procedure for Increased threat condition

• Increased threat situation requires the airline concerned to coordinate all security measures and ensure
procedures and measures are properly implemented.
• Dedicated point guards in close proximity to each aircraft
• Increased frequent random foot or mobile security patrols
• Additional portable security lighting and backup power supply.

Control of Access to the aircraft

• During periods of increased threat, security staff must be positioned to observe, challenge, identify and
authorize access.
• Check the credentials of all persons seeking access to the immediate vicinity or to the interior of the
aircraft and confirming that each has a legitimate requirement for that access
• Search persons, bags, tools and cleaning equipment to ensure they do not conceal weapons, explosives
and/or their components.
• Detect and/or deter unauthorized access, and report to the captain, airline representatives or security
authorities any attempted or unauthorized access and /or discovery of suspect or prohibited items.

Airline Procedures for Unattended Aircraft

• Aircraft are parked in a well-lit area
• The area should be easily observed
• All external doors must be closed
• Aircraft should be parked away from fences or buildings to prevent easy access
• Access stairs, passenger loading bridges and hold loading equipment must be removed from the vicinity
of the aircraft and immobilized

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Guarding Duties
• Establish the integrity of the aircraft upon taking up duty
• Search for suspect explosive devices in immediate area.
• Challenge all persons approaching aircraft
• Check authorization of persons claiming a need to access the aircraft
• Make visual inspection of the exterior

Aircraft Intrusion
• A Security Search of aircraft must be conducted
• Carried out by airline personnel or security staff who are properly trained for aircraft type
• In accordance with airline’s specific procedures

Aircraft Security Checks / Searches

Why must an aircraft search be carried out?
There are legal and business reasons for carrying out aircraft searches

What should the Searchers look for?

• That should not be there / out of place

• That cannot be accounted for

When to search?
There are 4 instances when searches are usually conducted:
• Pre-flight;

• Transit Flight;

• Post flight; and

• When the Aircraft is under increased threat.

Guidelines for Pre Flight Security Check

The search should normally be carried out just prior to the time that the aircraft is taken into service.
• Regular search of aircraft for suspect explosive devices and weapons shall be conducted prior to
commencing each flight. A similar search will be required when an aircraft is suspected of being the
target of an act of unlawful interference.

• Aircraft operators shall conduct pre-flight security checks only after all maintenance and cleaning staff
have vacated the aircraft and prior to passengers embarking;
• Flight and cabin crew, besides engineering and security staff, may conduct these checks provided they
are adequately trained.

• A security checklist shall be use by airlines staff during such pre flight security checks.

• Aircraft operators shall ensure that an aircraft is protected from unauthorized interference from the
time the aircraft search or check has commenced until the aircraft departs.

Guidelines on Pre Flight Security Check for Transit Flights

Searches for Transit Flights are necessary when:

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• Passengers disembark at the transit station.

• Any catering supplies or stores are loaded.

• Passengers remaining on board must identify their belongings before the search commences.

• If no passengers disembark, remain in a sterile area and access is limited to persons authorized and
supervised by the airline or its handling agent, no search may be required

Guidelines on Pre Flight Security Check for Post Flights

• Post-flight searches are usually conducted of the areas to which passengers may have had access to
ensure that nothing is left on board that may cause a hazard to the aircraft.

• When an aircraft that has disembarked passengers and has had a post-flight search it may not need to
be searched again before departure provided that access has been controlled throughout the time it is
on the ground. (local procedures will apply)

When the Aircraft is under increased threat

Apply SOP
Note: The Security Supervisor shall ensure that the Aircraft Release certificate is signed by all the concerned
departments and signature is obtained from the Commander of the flight.
A copy of the signed aircraft release certificate shall be kept for record with the security department, and
will be put up for scrutiny during checks and audit by the BCAS officers.

Responsibility for Searches

Searches are to be conducted by the staff members most familiar with the area they are searching, therefore:

Flight crew and designated airline engineer staff are usually responsible for searching all those areas that
have a direct bearing on the safe operation of the aircraft including:

• Aircraft cockpit; Wheel bays;

• Exterior of the aircraft and control surfaces;

• Engine nacelles; and
• Technical areas.

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Cabin Crew and/or trained Security staff are usually responsible for searching the interior of the aircraft
including:

• Passenger cabins;
• Seats;
• Baggage storage lockers
• Lavatories / WC;
• Galleys; and
• Other areas such as the baggage hold A Checklist should be employed and samples will be provided
later in module.

Action on locating a SUSPECT ITEM

Action by Searcher:
• Do not touch
• Notify supervisor
• Evacuate Aircraft
• Remember description of object/item
• Mark area where object item is located

Action by supervisor:
• Inform airline manager
• Inform crew if already on board
• Inform airport manager(Airport Opertaor)
• Inform BDDS

Add Aircraft Search Check List

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MODULE 12

Physical Inspection of Baggage

Module Objectives

• Search of various types of carry-on baggage in presence of passenger physically

• Recognize prohibited and dangerous items that may be camouflaged, contained or hidden in carry-on
baggage with specific concerns relating to electronic items
• SOP to deal with prohibited and dangerous items detected in baggage
• Behaviour of search team personnel / selection of bags for physical search and techniques

International Legislations
Annex 17
Standard 4.4.1 Each Contracting State shall establish measures to ensure that
originating passengers of commercial air transport operations and
their cabin baggage are screened prior to boarding an aircraft
departing from a security restricted area.

National Legislation

Aircraft Rule 1937

Rule 8A

Aviation (Security) Rules 2011

Rule 14 (iv) Duties of CASO
Screening of passenger and their hand baggage

Rule 21 Security Check before Embarkation

NCASP 2011
Chapter 7.1.9 Screening of Hand Baggage

Aviation Security Order / Circular

Order 05/2005 Permissible & Prohibited Items to be carried by the passenger
Circular 19/2003 Physical checks of hand baggage

Circular 21/2004, Use of hand gloves for frisking passages and physical check of their
baggage

Circular 23/2005 Procedure for passenger & carryon baggage screening

Circular 31/2005 Procedure to deal with detect of arms & ammunition
Circular 34 / 2005 Procedure for Screening of Hold Baggage

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Technical equipment used for the screening of persons and baggage has limitations. Walk-through metal
detectors and hand-held metal detectors, for example, cannot detect non-metallic weapons and explosives
and even conventional X-ray equipment has difficulty in imaging or defining explosive material effectively.

To compensate for such limitations or to introduce a random element into the selection process, an
additional manual hand search of passengers and cabin baggage is required after being screened by technical
means.

Reasoned selection means that the selection is based on the X-ray image, concentrating the effort on those
bags most likely to conceal a prohibited item.

Random selection should be used for hand searching one out of every ten bags. You should take the same
methodical approach to searching bags as is required for searching people.

Cabin baggage of a female passenger will be searched by a female screener only.

Cardinal Rules
• Courtesy

• Tact and

• Caution

Method for Hand Search

In the interest of effective security and passenger facilitation, a manual search of the baggage should be
conducted in accordance with the following basic guidelines:

a) The physical inspection of cabin baggage should always be carried out in the presence of the person
presenting it;
b) Ask the passenger for permission to search the bag. When given permission to search, ask the
passenger to unlock and open the bag. Turn the bag so that it faces you.
c) Baggage should be opened, and examined to ensure that there is no false bottom. A straight edge
gauge-rule, rod or other device should be used to establish whether there is a significant discrepancy
in external and internal measurements.
d) Particular attention should be paid to the lining, trim, seams, rims, studs, zip fasteners, locks, hinges,
wheels and handles to identify signs of tampering or repair which may indicate the concealment of
a prohibited article;
e) The contents of the bag should be removed layer by layer, each being examined until the bag is
empty. The empty bag should then be lifted by hand and assessed for balance and empty weight. If
there is suspicion that the bag is not of uniform weight, or not of a weight consistent with being
empty, the bag itself should be examined for concealment of prohibited items, if necessary, it should
be screened by X-ray;
f) Electrical items that might conceal a firearm, weapon or explosive device (e.g. razors, calculators,
radios, clocks, cameras, personal stereos and their cassettes)should be examined to ensure they
have not been tampered with, or of the expected weight, are balanced and have no additional
batteries. If necessary an item should be screened by X-ray to ensure that it has no additional power
source or that there is no organic material within what should be an inorganic shell;

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g) Articles such as vacuum flasks, books, umbrellas and crutches should be examined in sufficient
depth, by X-ray if necessary, to establish their bonafides
h) Attention should be given to the contents of containers and bottles capable of holding volatile
liquids. Liquids shall be rejected when there are grounds for suspecting that they may be used to
commit an unlawful act;
i) Screener should examine for greasy stains and small holes in the exterior of thecase and for the
smell of almonds, nail polish, glue, perfume or other masking vapours,which might indicate the
presence of explosives;
j) While checking the hand baggage physically, it should be ensured by thescreener that the hand
baggage are repacked properly in the presence of the passengers and their belongings are not left
around or tampered with.
k) It shall also beensured that hand baggage of female passengers are checked by a female
screeneronly;

The Passenger must be present and the Bag Must Be Kept In View of the Passenger .

Why?

There are two reasons for this:-

• To prevent any accusation of the planting a prohibited item which is found during the search.
If you find a prohibited item such as a weapon, explosive or incendiary material, or even an IED, this will
need to be proved in court. If the bag is removed from the sight of the passenger, it could be difficult to
rebut a charge of the item being planted, or to disprove a claim of innocence by the passenger.

• To prevent any accusation of theft from the baggage.

If the bag is lost to sight, and the passenger claims that you had stolen some item from the bag, it could
be difficult to disprove this claim. Even if the accusation could not be supported by evidence, suspicion
could be damaging to both you and your employers reputation.

There are three reasons for asking the passenger to unlock the bag.
• It emphasises the fact that you have been given permission to search.

• It offers you some protection against activating a non-terrorist security protection system: activating an
alarm system (in a courier security bag), a self- destruct mechanism, or a spoiler dye spray built into the
locking mechanism.

• It offers you some protection against activating a terrorist anti-handling device. The owner of the bag
is unlikely to open it, if the owner knows it will endanger him/her.

During the search, withdraw from non essential social contact with the passenger, remain polite, but
discourage small talk. A terrorist may try to distract you:-

• by offering to help you in your search

• by keeping up a stream of distracting conversation or talk
• by trying to establish a positive rapport with you or try to annoy you with the aim of making you carry
out a less thorough search.

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Consider wearing surgical/ disposable gloves when you are searching. There are two reasons for wearing
gloves. First, they can help to make any search more impersonal and secondly, they offer you some
protection.

Before Opening the Bag

Check the construction of the bag for signs of interference or tampering that might indicate the presence of
an IED.

Is the balance of the bag right for its size and shape? Does the bag feel lopsided? Also at this time check all
outside pockets.

2
3 2

1
2

When you examine the outside of the bag look for these things:-

1. Are there signs of tampering with, or repair to the outside of the bag?
Look for any loose wires, studs or rings which could be a safety-switch for an IED. Small holes through
which an IED could be armed by pushing a thin rod e.g. a knitting needle through the shell of the bag.

2. Have the handles been changed or altered?

3. Are all screws, nuts, and rivets used in the construction of the bag the originals or have they been
replaced with other types or altered in some way?

4. Does the bag have more locks than is normal for the type of bag?

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Open the Bag

• When the bag is opened, is there a strong smell, e.g. acid, almonds, nail polish, glue, aftershave or scent,
which might hide the smell of explosive or incendiary material?

Look at the lining of the bag:-

• Is the lining original? Has the lining been repaired? Are there traces of glue?
• Some explosives leave greasy marks. Are there signs of handling on the fabric of the lining? Are there oil
stains on the lining?
• Feel the lining. Is there a difference, in texture and feel, of any part of the bag?
• If while checking the bag you find something that does not seem quite right about the bag structure, you
should empty the bag completely and have the bag passed through the x-ray machine again. Tell the x-
ray operator what you suspect and the areas to inspect more closely.

Are there any signs of a false bottom?

Make a check on the bag for a false bottom. Use a straight edged rod to check internal and external
measurements. There should not be excessive thickness.

Search Principles

• All hand carried items must be screened and/or searched preferably passed through x-ray equipment
• It is important to adopt a systematic approach so that no part of the body, items of clothing or areas
of the bag are overlooked
• Search should normally be carried out in open but should not expose to public view:
– Classified or Private documents.
– Large amounts of currency.
– Valuable items. ( jewellery etc.)
• Private search used when necessary to search in sufficient depth to establish if prohibited article is
present.
• 2 searchers of the same sex as person being searched required.
• All indications of metal on the person by technical equipment must be resolved

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• Persons who can not be cleared by normal screening process must be searched by hand.

Check the contents of the bag for an IED or weapon.

Throughout your search of the bag contents, remain cool and disassociated from the passenger. Do not
make any verbal comment on the contents, either in admiration or disgust. Your complimentary comments
on an expensive item of clothing or electronic item are just as uncalled-for as less complimentary remarks
you might make on the state of any soiled clothing.

Start your search of the bag contents by feeling round the outer edge of the contents. Make sure that you
reach right into the corners of the bag and right down to the bottom.

You will find that, by using your fingertips, the contents of the bag will separate into definite layers. Feel
between these layers and press them firmly from above and below searching for hidden items.

Certain bags such as duffle type bags or where the size and contents of the bag makes a layer search
impossible will need to be emptied and the contents searched before being replaced in the bag.

If you find rolled up clothing or soiled clothing from the bag, unroll and unwrap the clothing discreetly, an
innocent passenger will not thank you for airing ‘dirty linen’ in public.

Attention should be given to the contents of containers and containers capable of holding liquids. Liquids
shall be rejected when there are grounds for suspecting that they may be used to commit an unlawful act.

Remember only limited amounts of liquids are allowed in cabin baggage.

Items that could conceal an IED, e.g. a pair of binoculars, a vacuum flask, a book which might be hollowed
out, collapsible umbrella, a camera, a soft toy which seems unusually heavy, an aerosol which dents easily
(because it is no longer pressurised) , remove it from the bag and examine it closely. When examining the
item be careful. Accidental damage to an expensive camera or similar item can be caused quite easily.

If, when checking an item, you find something not seem quite right, you should have that item passed
through the x-ray machine again. Remember to tell the x-ray operator what you suspect about the item.

You should pay special attention to any electrical or electronic items which could be used to conceal an IED.
For example:-
• Personal electronic equipment. (Laptop computers)
• Calculators
• Radios
• Clocks
• Personal music equipment.
• Battery powered cameras

The best option for all electrical and electronic items is to pass them through x-ray equipment or to use trace
detection equipment.
Simply turning on an electrical item either using it’s own power source or external electrical outlet is not
satisfactory since the fact that an item appears to function does not mean it has not been tampered with or
conceals an IED.

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When a person requests hand search of a computer, Video camera or similar articles, the articles must be
examined by following means :-
(i) That the equipment being searched operates satisfactory and,
(ii) There is no sign of the case being tempered with or modified including case holding screw damage
and,
(iii) The behavior of the passenger does not give cause for concern and ,
(iv) There is no other reason to be concerned as to the items or its contains.

On completion of your search, close and fasten the bag, then return it to the passenger.

The passenger should leave the search area:-

• With the impression that you were thorough and efficient in your search.
If you are cursory in your inspection, and skimp the search, the passenger may well wonder just why you did
bother searching in the first instance and how safe it is to travel.

• Without cause for complaint.

▪ If you carry out the search impartially, without emotion other than politeness, and hand the bag
back in the same order as you found it, then even the most unreasonable passenger will find it
difficult to fault you.

Standard Operating Procedure

Cabin baggage of a female passenger will be searched by a female screener only.

10% of hold baggage will be physically searched at random after screening by X-ray BIS.

In case of cabin baggage 20 % of bags will be searched at random after screening by X-ray BIS.

25% to 30% during alerts

Procedure When a Prohibited or Dangerous Article is found During Screening:

The dangerous goods and prohibited articles shall not be allowed for carriage on persons or in cabin baggage
on board an aircraft. These will be seized by the screening officer. However, if the screening officer suspects
that a person was trying to carry such items on board with the intention to commit an act of unlawful
interference with aviation, the screener will inform his supervisor, who will take further action, as deemed
appropriate.

Different procedure will apply for weapons found on the person and those detected in cabin baggage.
Detection of explosive devices in cabin baggage may dictate yet another different response.

It is important for the searcher to remain calm and not cause a panic among other passengers, which may
make the situation worse.The searcher’s supervisor should be summoned covertly and should in turn take
action to summon assistance from the local policing authority.

The discovery of a weapon in passenger’s cabin baggage may be dealt with by simply closing the bag and
removing it from the passenger’s reach. If the item is confirmed as a suspect explosive device DO NOT TOUCH
IT but carry out standard suspect explosive device procedures.

In the case of a weapon or explosive device being detected during the screening process, the relevant person
shall be handed over to local police for further action.

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Procedure for Carriage of Arms and ammunition

On person or in hand baggage:

• PSO’s of VVIP’s
can carry weapon in unloaded condition in the cabin baggage. The weapon and ammunition should be
kept separately.

• SPG’s when accompanying SPG Protectee

Can carry weapon in unloaded condition in the cabin baggage. The weapon and ammunition should be
kept separately.

• Sky Marshals
Can carry weapon on board aircraft. They should possess the Weapon Authorization Card issued by BCAS
and id card issued by NSG. They travel as per scheduled given by BCAS and are issued with Orange AEP.
They need to undergo Breath Analysis test conducted by respective airline medical department at the
originating station.

In registered baggage:
• PSO’s of VIP’s
• Can carry weapon in registered baggage. Should produce valid identity card and duty slip / movement
order authorizing them to carry specific weapons and ammunition while on bonafide duty traveling by
air.
• Dignitaries of high risk category Can carry authorized weapon and ammunition in registered baggage.
• Any person on bonafide duty Can carry weapon in registered baggage. Should produce valid identity
card and travel order authorizing them to carry specific weapons and ammunition while on bonafide
duty traveling by air.
• Bonafide passenger holding valid license
 As per the existing instructions, one licensed firearm (revolver/pistol/shot gun) and/ or 50 cartridges
are allowed to be carried by a passenger in his/her hold baggage.
 Passenger has to declare carriage of weapon to the airline and fill up a Weapon Declaration Form.
The airline station manager authorizes the carriage of weapon.
 The passengers license will be checked for expiry date, area of jurisdiction, weapon number, make
and model number, number of cartridges allowed etc.
 The weapon and ammunition is stowed in area inaccessible to the passengers and crew members
during the flight. In case of an aircraft that does not have separate cargo holds the airline should
inform passengers that the weapons cannot be allowed for carriage in registered baggage of
passenger. However if the weapon and ammunition is required to be carried necessary
arrangements for a securely locked, tamper proof container for keeping registered baggage
containing weapon / ammunition shall be made by the aircraft operator. Keys of such container to
be handed over to pilot.

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MODULE – 13
EMERGENCIES & CONTINGENCIES
Module Objective

• List the different types of emergency/ emergencies involving aircraft / airport and response

• Describe typical response to a bomb threat involving an aircraft / airport/Facility

• Describe the procedure for searching an area in respect to a bomb threat

• Specify the action to be taken when a suspect item is located.

• Contingency plan to deal with unlawful interference

International Legislations

Annex 17

Standard 5.1.4 Each Contracting State shall ensure that contingency plans are
developed and resources made available to safeguard civil aviation
against acts of unlawful interference. The contingency plans shall
be tested on a regular basis.

Standard 5.1.5 Each Contracting State shall ensure that authorized and suitably
trained personnel are readily available for deployment at its
airports serving civil aviation to assist in dealing with suspected, or
actual, cases of unlawful interference with civil aviation.

Standard 5.3.1 Each Contracting State concerned with an act of unlawful

interference shall provide ICAO with all pertinent information
concerning the security aspects of the act of unlawful interference
as soon as practicable after the act is resolved.

Standard 3.4.8 Each Contracting State concerned with an act of unlawful

interference shall require its appropriate authority to re-evaluate
security controls and procedures and in a timely fashion take
action necessary to remedy weaknesses so as to prevent
recurrence. These actions shall be shared with ICAO.

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National Legislation

The Aircraft (Security) Rules, 2011

Rule 10 Handling of unattended or suspect baggage

Rule 16 Contingency Plan

Rule 45 Reporting of Security Accidents or Incidents to the COSCA

NCASP
Chapter 10 Management of response to acts of unlawful interference

Aviation Security Order / Circular

Order 17/2011 Bomb Threat Contingency Plan

Order 19/2011 Contingency Plan for handling hijacked aircraft

Circular 21/2010 Prompt Communication of incidents

TYPES OF AIRPORT EMERGENCIES

Emergencies involving aircraft. These include:

• Incidents involving-Aircraft on airport

• Incidents -Aircraft off airport
• Incident-Aircraft in flight
• Incident-Aircraft on ground
• Sabotage, including bomb threat
• Unlawful seizure

Emergencies not involving aircraft. include:

• Fire
• Sabotage, including bomb threat at airport
• Natural disaster
• Terrorist attack of ATC/terminal building
• Terrorist attack of airport
• Breakdown of runway
• Emergencies at airport(fire, collapse of airport building

Medical emergencies. These include:

• Collapsed person
• Sudden death
• Industrial accidents
• Delivery of newborn
• Communicable disease alert

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• Collective food poisoning.

Bomb threat can be received to any aircraft which is on ground or in flight,at any airport ,vital installation,
or any civil aviation facility like ATC, cargo facility, navigational aid area or any person. The call received can
be genuine, politically motivated hoax, malicious call to disturb safe operation of flight .Bomb threat is also
conveyed byany helpful person who informs concerned airline or airport agencies regarding bomb threat,
which he overheard or came to know, etc.

Bomb Threat Calls are made by

• Terrorist in order to check the efficiency of airport security.

• Mentally ill, practical jokers or those who want to play prank.
• Late / Disgruntle passenger can give malicious bomb threat call to civil aviation.
•
Whenever we receivea bomb threat call for any aircraft or any civil aviation facility, there are four phases
of handling that bomb threat

• Receipt

• Report

• Risk Assessment

• Response

Bomb Threat and its response

Action in case of Bomb Threat Call:

Considering that the safety of lives / property under circumstances of a bomb threat is directly linked to the
prompt and appropriate decision of the BTAC, it shall be the moral obligation on the part of senior most
officials within each agency to attend the BTAC whenever possible. However, also considering that the senior
most official within each agency may not be present at the airport round the clock due to the nature of
official duty / routine work performed, the next senior most official within such agency authorized as
alternate member of BTAC may attend the BTAC.

We often get hoax calls at airport Analysis of these calls reveals that such calls are given by delayed
passengers, those who has been denied seats by airlines, drunken people, trickster, media crazy people,
jilted lovers, dismissed or suspended employees, love birds, competitors, politically motivated people etc.

In case if you ask these callers about the details of bomb or reason for bombing, their name, place or
telephone number etc they will immediately put the receiver down.

It is therefore suggested that telephone operators, Control room staff etc are to be trained to ask following
questions:-

• Where is the bomb?

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• When will it go off?

• What does it look like?
• What type of device is used?
• Who are you?
• Why are you doing this?

Actions on Receiving a Bomb Threat Call

• Remain calm
• Ensure caller ID has registered calling number and note it down
• Switch ON voice recording facility(if it is not automatic)
• Allow the caller to complete his conversation first without interruption.
• Note exact time of call
• Try to prolong call (if possible) with leading questions to assess the geniality of call
• Alert colleagues and supervisors who can also listen to conversation and alert security
• Observe callers sex, voice, language, approx age, background noise etc.
• Note actual words and Record other details
• Do not restore the hand set on the cradle switch until calling number is properly noted
• Inform all details to supervisor

Supervisor to interview the receiver of threat call in order to complete the bomb threat report form (BTRF)
and relay the information without delay to the BTAC coordinator.

Other information to be reported by the recipient of a Bomb Threat Call

• The background noise from where the call is been made

• Identification of gender
• Exact time of call
• Actual wording
• Approximate age

The response to the above questions and background details will help the bomb threat assessment
committee members to evaluate the call to “SPECIFIC” or “NON SPECIFIC”

As per BCAS instruction all operational telephone must have caller ID. Officers should check the
serviceability of caller ID frequently.

Actions to be taken by the Aircraft Operator

On receipt of the call the air carrier will take immediate actions as under after verifying the genuininty of the
call received and confirming from the person who actually received the call. Exact words heard should be
repeated so that the BTAC can take a decision on categorizing the call .

Rush to attend the BTAC meeting after leaving instructions to next senior official to execute actions given as
under
(a) Where passengers have fully/partially boarded, quickly disembark such passengers/ crew in an orderly
manner with hand baggage and bring them back to SHA through departure hall for further action.
(b) Ask crew and ground staff on board / in cargo hold to look for and report any unidentified article
before they themselves finally disembark due to bomb threat. (The crew and ground staff should be

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cautioned not to touch, open or attempt to remove any unclaimed article/device but report to the
coordinator).
(c) Ask airline Engineers / staff to keep aircraft in ready to tow position for removal to Isolation Bay/Area
in case BTAC declares the threat call as specific
(d) Identify passenger’s joining the check in Queue after receipt of bomb threat call and refer such
passengers to Airport Security for inquiry/investigation.
(e) Mobilize sufficient staff even if it is recess / relief time to ensure their availability to empty aircraft
holds and to layout all unloaded baggage/stores for their anti-sabotage check as required under
specific/ non specific threat.
(f) Actively participate in the evaluation of threat by BTAC and in deciding follow up actions.
(g) Move to the aircraft under threat and get the tasks performed from the staff as decided in the BTAC
and in a coordinated manner with other agencies.

Evaluation of Call

The Bomb Threat Assessment Committee (BTAC) shall be established at each airport in India in accordance
with the Bomb Threat Contingency Plan notified by the BCAS vide AVSEC Order 17/2011:

The Bomb Threat Assessment Committee (BTAC)

Bomb Threat Assessment Committee shall consist of the following officials with respective status as
mentioned against each:-

No Officials Agency Status

(a) Airport Director or Airport Operator Co-ordinator

Director operations or his representative

(b) CASO or his representative ASG Member

(Not below the rank of (CISF or State Police)
Deputy Commandant)

(c) Security Manager / Aircraft Operator Member

Station Manager

(d) Watch Supervisory ATC Member

Officer (WSO)

(e) Airworthiness Officer DGCA Member

(f) Representative of local police State Police Member

(g) Officer I/C BDDS ASG/State Police/ Member

NSG (where ever located)

(h) FRRO/Asst FRRO * Immigration Member

(i) Deputy Commandant * Customs Member

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* (Should be present in case threat relates to international terminal, international airlines or import/export
cargo terminal)

(j) COE or his representative BCAS Observer

(Wherever located)

(k) RDCOS or his representative BCAS Observer

(Wherever located)

EVALUATION OF THREAT CALL

The BTAC uses the “Bomb Warning Assessment Form (BWAF) as a guideline for systematic and scientific
evaluation of the Bomb Threat Call.

The procedure of building of an assessment system to lead the bomb warning assessors to a logical
conclusion to classify the threat is called as POSITIVE TARGET IDENTIFICATION (PTI)

Accordingly the call is classified as under:-

SPECIFIC THREAT :A warning where the threat permits identification of a specific target, or where the caller
has positively identified himself or the organization involved and is judged credible.

The BTAC evaluates the call based on the information given by the caller and threat perception. The call is
evaluated as “Specific”, if the information is of serious and elaborate nature.

NON SPECIFFIC THREAT: A warning that can be related to one or more targets but where there is doubt
about its credibility or about the effectiveness of the existing counter measures.

The call is evaluated as “Non Specific”; if the call is of general nature such as there is a bomb in the evening
flight ‘or’ flight going to Mumbai has a bomb.

HOAX CALL: A warning that may not identify a target or a specific group of targets or which otherwise lacks
credibility.

Action in case of Specific Bomb Threat Call

• The aircraft will be shifted to isolated parking bay.

• ASG/APSU will cordon the aircraft from a safe distance of 50m and control the movement of
unauthorized people.

• Deploy airline security staff at ladder point to frisk/check belongings of all authorised persons entering
isolation bay / affected aircraft.

• Airline (GSD) will ensure sufficient loaders, bus trolleys are available for speedy off loading.

• All registered baggage, cargo; unaccompanied baggage will be off loaded and kept 100 meters away
from aircraft. The registered baggage will be line up properly for re-identification by passengers (with

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sufficient gap for dogs to move around and also for movement of passengers during re-identification)
unclaimed baggage to be opened / kept in cooling off pit by BDDS.

• Offload Catering items/ bonded stores and place them in the catering vehicle. Catering vehicle to be
parked 100 meters away from the aircraft and searched.

• First aid kits and Engineering stores to be subjected to thorough search. First aid kit may be opened
and resealed by BDDS if doctors are not available for resealing.

• Detail and ensure that senior airline officials from Security, Flight Crew, Engineer, Catering Cargo,
Commercial, GSD, etc. with sufficient staff are available to assist anti sabotage check.

• Thorough search of aircraft will be conducted by BDDS, Airline Engineers, Airline Security, ASG/APSU,
Airworthiness Officer, etc. They work as a team and conduct aircraft search with checklist.

• Prevent refuelling of aircraft till completion of anti- sabotage check of aircraft.

• Cargo, unaccompanied baggage, mail will not be reloaded unless it is X-rayed or sniffed by dog. It will
be kept in a protected area.

• Re- issue of fresh boarding cards and hand baggage tags to passengers who have deplaned and
brought back to departure hall.

• Crowding of too many employees and parking of vehicles near aircraft to be avoided.

• Agencies carrying out search will sign a completion certificate and which is given to ATC by airline.

• Rescreen passengers and their 100% hand baggage check by airport security and hold crew/
passengers in security hold until clearance is received from the coordinator from isolation bay.

• Deploy sufficient staff to cross check baggage tag numbers on hold baggage, with counterfoils held
with crew/ passengers and ensure proper and uniform marking of identified hold baggage.

• Upon receiving clearance from coordinator at isolation bay, arrange to escort crew in airline coaches
to isolation bay. Ensure crew alights from bus at a safe distance of 100 M and after identification of
hold baggage, crew proceed towards aircraft for secondary ladder point frisking /100% hand baggage
check by airline security before boarding the aircraft.

• Gets clearance for passenger boarding from the crew

• Arrange to escort passengers in airline coaches (one coach at a time) to isolation bay. Ensure
passengers alight at a safe distance of 100 M and not more than 10 passengers at a time should
proceed with their baggage coupons/boarding pass to identify their hold baggage without carrying
their hand baggage.

• Upon identification of hold baggage, ensure that crew / passengers proceed to aircraft under airline
escort and do not loiter on airside.

• Secondary ladder point frisking /100% physical hand baggage check by airline.

• Ensure that only identified hold baggage is reloaded in baggage containers for loading into the aircraft.

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• Ensure that hold baggage containers are not released for loading in cargo hold until passengers /
baggage reconciliation is done and head count of passengers in aircraft matches with those checked
in and number of boarding card stubs collected at the ladder point.

• Make efforts to track the passenger of hold baggage which remain unidentified from details of
passenger on baggage tag and through announcement inside aircraft.

• Note: Under no circumstance will unidentified baggage be taken inside the aircraft for identification
by the passenger or baggage loaded on aircraft with verbal reconciliation arrived on board between
the passengers and airline staff).

• Report details of baggage finally left unidentified, to the coordinator.

• Detail a security officer to accompany BDDS when unidentified baggage is decided to be moved to
explosive disposal area.

• Suspend loading of unaccompanied / rush tag baggage.

• Cargo, mail, courier, catering, bonded stores, medical / first aid boxes, company stores etc, which is
searched/checked/cleared by anti-sabotage check team only will be loaded in the aircraft.

• If any of the above mentioned stores cannot be searched / checked / cleared the same will not be
loaded on the aircraft. Such stores will be further subjected to 24 hrs cooling off under airline
arrangement and shall be subjected to a thorough screening/physical check.

• Execute any additional security measure as directed by coordinator / BTAC.

• Arrange to get clearance certificate and get the same signed off by airline engineer, airline security,
ASG, airworthiness (DGCA), BDDS, coordinator and hand over one copy of the same to coordinator for
giving RT/telephone clearance to ATC. Thereafter, hand over one copy each to ATC, BDDS and other
agencies for their record.

Action of Non-specific threat call to an aircraft

Action in case of Non-Specific Call By Co-ordinator

• Inform every agency and ask them to search their own area and report.
• Get confirmation from all about the search having been completed.
• Request BDDS and DGCA to stand-by near aircraft / building under threat until search is over and
clearance certificate is signed by all agencies.

By Air Carrier
• Alert staff at X - ray.
• Carry out inspection of aircraft.
• Look for suspected baggage.
• Increase physical inspection of registered baggage / mail / cargo.
• Proper baggage identification by passengers and crew.
• Ground engineering to carry out scheduled anti sabotage checks.
• Ensure proper Gate- No- show.
• Thoroughly screen air mail.
• Suspend airlift of unaccompanied baggage and rush tag baggage.
• Frisk staff / passengers at ladder point.
• Proper passenger baggage reconciliation.

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Search of Aircraft under non specific Bomb Threat

• Airlines Security and Airlines agencies will carry out search of aircraft under Non Specific Bomb Threat.
• Coordinator, Air carrier and ASG will ensure action as prescribed for their individual agencies as per
Bomb Warning Assessment Form (BWAF).
• Airline will organize clearance certificate and obtain signatures of all official agencies involved in
search.
• Coordinator after ensuring that all officials/agencies have signed the clearance certificate, will convey
the clearance to ATC for release of aircraft.
• BDDS, fire tender and Ambulance must remain stand by near the aircraft until clearance is conveyed
to ATC by the coordinator.

Threat to terminal building

Action on specific threat to terminal building

• Coordinator will make continuous announcement on central PA system and in different languages for
evacuation of the terminal building.
• Announcement made should be deliberate and tactful so as to avoid panic ex. “due to security reasons
all passengers/staff are requested to evacuate the terminal building and proceed to safe holding area.”
• All heads of airlines, agencies and departments should evacuate their passengers/staff quietly to the
pre designated safe assembly areas.
• Passengers who are not security checked will evacuate to city side.
• Passengers/staff in Security Hold will evacuate to airside.
• All heads of airlines, agencies and departments will ensure to hold back few staff who are thoroughly
familiar with their work area for subsequent search.
• All passengers/staff will carry their baggage/personal belongings with them.
• Staff will leave all doors and windows open and switch off AC’s/unwanted lights.
• Coordinator will ensure to switch off central AC.
• Coordinator will ensure to open all Emergency doors.
• Unclaimed suspect article if spotted during search shall not be handled but reported to BDDS.

Action on non-specific threat to terminal building

• Evacuation of terminal building not required

• All heads of airlines, agencies & departments should inform their staff of the received bomb threat
• Search of terminal building to be undertaken by airlines, agencies & departments in their respective
work areas
• Search of common areas to be undertaken by coordinator through his care takers, cleaners & watch
and ward staff.
• Upon locating an unclaimed article during search, the terminal building will be evacuated as in the
case of a specific area.
• Unclaimed article if located will not be handled but reported to BDDS

The contents of the Bomb Threat contingency plan are as follows.

• Airport Director designated as coordinator

• Establishment of Bomb Threat Control room
• Evaluation of call by Bomb Threat Assessment Committee guided by Bomb Warning Assessment Form
(BWAF)
• Questioning Technique
• Duties and Responsibilities of various agencies bat airport such as AAI, ASG / APSU, Airlines, BDDS,
DGCA, Customs and Immigration.

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• Search Procedure
• Evacuation of building under threat.
• Procedure to deal with unidentified / suspected baggage.

Bomb Threat Review Committee (BTRC)

To ensure installation / working of necessary infrastructure and smooth implementation of bomb threat
contingency plan each airport is required to constitute a BTRC. The committee will meet once in three
months.

Action to be taken on finding Suspect Explosive Device

All airports are required to have dedicated BDDS and dog squads. The BDDS should be well equipped with
necessary manpower and equipment to deal with any type of threat.

The four generic steps to be taken by BDDS on finding a suspicious item during a search is as under :

• CONFIRM that the item found actually look like a suspicious item and needs attention of security
• CLEAR the area by evacuating all persons including search teams to a safe distance of 100 meters
• CORDON the area to prevent anyone gaining access to the suspect item
• CONTROL the situation until specialised staff arrive and take command

Counters measures for Bomb Incidents at Airports

• Installation of caller ID (CLIP)

• Give wide publicity in local newspaper if caller is identified.
• Prompt evaluation of call with help of BWAF
• Training of employees
• Conduct periodical mock up exercise
• Up gradation of EDS / EDDS.
• Centralized monitoring of CCTV by APSU, Customs, Immigration
• Installation of EVD / ETD

Contingency plan to handle aircraft hijack situation

Contingencies related to unlawful seizure of aircraft:

For Hijacking / Forcible seizure of aircraft on ground, a contingency may arise in one of the following forms:-

• An aircraft registered in India may be hijacked either within India or abroad and may land in one of the
airports in India or abroad.

• A foreign registered aircraft may be hijacked while in India and may land in India or abroad.

• A foreign registered aircraft hijacked in some other country may land in India or in one of the
neighbouring countries, such as Afghanistan, Bangladesh, Myanmar, China, Nepal, Pakistan, Bhutan,
Male and Sri Lanka, raising the possibility of its take-off and likely landing in India.

Management Occurrences

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To deal with acts of interference with Civil Aviation, the following Group/ Committee have been established:

Cabinet Committee on Security (CCS) - Apex Body

Committee of Secretaries on Aircraft Hijack (COSAH) - Advisory Role
Central Committee (CC) - Executive Authority/ Command
Aerodrome Committee (AC) - Operational Command

Cabinet Committee on Security (CCS)

The CCS is an apex body headed by the Prime Minister, which decides policies and takes decisions on
strategic issues like response to hijacker’s demands involving national security, foreign policy, political
implications, strategy / approach to negotiations, forcible termination of hijack etc. It will be advised by
COSAH for this purpose. Minister of Civil Aviation would also be included in the CCS for management of
aircraft hijack situations. The composition of the CCS is as under:

Committee of Secretaries on Aircraft Hijack (COSAH)

The COSAH is an advisory body, which deliberates on the problems arising out of the contingency. It will brief
and advise CCS about developments and decisions to be taken, and communicate Govt. decisions /
directions/ guidance to the CC. The composition of the COSAH is as under:

Central Committee (CC)

The CC is the executive authority responsible for dealing with the contingency of hijacking, forcible seizure
of the aircraft on ground or any other acts of unlawful interference with civil aviation.

Director General, Civil Aviation (DGCA) – Chairman

Commissioner of Security (CA) (BCAS) - Convener

The Central Committee shall manage the contingency situation till it is terminated. It is empowered to deal
with the situation in all respects and take appropriate decisions on its own on the basis of the guidelines of
the COSAH. They will maintain a panel of negotiators, psychiatrists and linguists.

It shall guide the Aerodrome Committee (AC) for handling the situation on ground including negotiations
with the hijackers /terrorists and /or forcible termination of Hijack in the light of the policy guidelines laid-
down by COSAH / CCS.

Aerodrome Committee (AC)

The AC is established at every airport and shall be activated on the occurrence of the emergency at the
affected airport. The composition of the AC depends upon the situation of the airport i.e. at State capital,
district headquarters, outside the district headquarters, defence controlled airports and international
airports as given in the Contingency Plan.

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The AC of the affected airport shall meet at a place earmarked as Control Room or in ATC building in room
close to the ATC or in the ATC itself. It shall assemble immediately on receipt of information of a contingency
and take appropriate steps as described in the functions of the AC. The control room of the AC should have
a couple of independent telephone lines, hotline to the Police Control Room / Police Station and RT facility.

Members of Aerodrome Committee:

• Home Secretary of the State/ District Collector / District Magistrate Chairman

• Airport Director/ Dy. GM / Sr. Manager Convener
• In-charge Airport, AAI / Airport Management
• Representative from R&AW (on arrival)
• A senior most executive of the affected airline

Contingency Plan – For Indian Registered Aircraft

The National Contingency Plan for various contingencies is prepared by the BCAS. Each airport is required to
develop the under mentioned contingency plans for managing any acts of Unlawful Interference. The same
is required to be approved by the BCAS

• Bomb Threat Contingency Plan

• Hijack Threat Contingency Plan
• Counter Terrorist Contingency Plan
• Airport Emergency Plan

The Airport Management will take the following actions for a hijacked aircraft:

On landing, the aircraft is to be directed to the designated isolated aircraft parking position. Aircraft will not
be allowed to take off unless its departure is necessitated by the overriding duty to protect human life. The
aircraft may be immobilized by:

• Positioning of vehicles / fire tenders on runway

• Deflating tyres
• Putting of lights of runway / taxi track

Aircraft Operators Responsibilities:

On receipt of threat Call the receiver will immediately inform his / her supervisor. The Supervisor will in turn
inform the Airport Director / Office / senior most person of airport management: The following actions will
be taken by the aircraft operator:

For Flights not yet boarded

• Interiors of pax cabin to be checked.

• 100% manual checks of hand baggage.
• 100% physical frisking of pax / crew.
• Access control.
• Frisking of all personnel entering the aircraft.

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• Maintenance of ladder point register.

• Pax reporting after hijack call to be questioned by Aviation Security Group.

For Flights in the process of boarding

• Pax to be deplaned with Hand baggage if already boarded

• Interiors of pax cabin to be checked
• 100% manual checks of hand baggage
• 100% physical frisking of pax / crew
• Access control
• Frisking of all personnel entering the aircraft
• Maintenance of ladder point register
• Pax reporting after hijack call to be questioned by Aviation Security Group
• Pax headcount to be taken
• No need to offload baggage / cargo etc.
• Pax should not have access to registered baggage
• Security measures to be supervised by senior most security staff

For aircrafts in-flight

• No action to be taken (as per addendum this wording is deleted)

• Security measures to be reviewed
• Set up Reception centre
• Documents related to flight to be sealed
• Pax manifest at reception centre
• Assistance to be provided

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Module-14
Escorting People and Consignment

Module Objective

• Escort disruptive / inadmissible / deportees in the restricted areas of an airport

• Escort consignments over a predetermined route.
• Maintain radio communication with security control centre
• Apply contingency plans for emergencies involving disruptive/inadmissible/ deportees and
consignments under escort.
• Primary reason for escorting typical categories of people requiring escort.

International Legislations

Annex 17
Standard 4.7.1 Each Contracting State shall develop requirements for air carriers
for the carriage of potentially disruptive passengers who are
obliged to travel because they have been the subject of judicial or
administrative proceedings.

Standard 4.7.3 Each Contracting State shall ensure that the aircraft operator and
the pilot-in-command are informed when passengers are obliged
to travel because they have been the subject of judicial or
administrative proceedings, in order that appropriate security
controls can be applied.

National Legislation

Aircraft (Security) Rules 2011,

Rule 17 Procedures of disembarkation of unruly passengers.

NCASP
Chapter 7.6 Carriage of prisoners / person under judicial custody /
Administrative control.

Aviation Security Order / Circular

Order 08/2011 Instructions to handle potentially disruptive passengers.

Order 08/2010 Deployment of In-flight Security Officers (IFSOs) – Sky Marshals

Circular 42/2005 Instructions for carriage of prisoners / person under judicial

custody / administrative control.

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Typical categories of people requiring escort:

• Authorised visitors
• Deportees and inadmissible passenger
• Medical patients and accompanying personnel
• Persons in custody
• VIPs.

The primary responsibility for the movement of people is that of the agency as mentioned below.

• Deportee / Inadmissible pax - Immigrations

• Persons in custody - Law enforcement Officer
• Medical Pax - Airline
• VVIP / VIPs - Personal Security officers
Disruptive / Unruly Passenger

POLICY FOR UNRULY PASSENGER

Unruly passengers – Persons who commit on board a civil aircraft, from the moment when the aircraft door
is closed prior to take-off to the moment when it is reopened after landing ,an act of :

• Assault, intimidation, menace or wilful recklessness which endangers good order or the safety of
property or persons;

• Assault, intimidation, menace or interference with a crew member in the performance of duties or which
lessens the ability to perform duties;

• Wilful recklessness or damage to an aircraft, its equipment ,or attendant structures and equipment such
as to endanger good order and safely of the aircraft or its occupants;

• Communication of information which is known to be false, there endangering the safely of an aircraft in
flight;
• Disobedience of lawful commands or instructions for safe, orderly or efficient operations.

Who is considered as a disruptive and unruly passenger?

The passenger who creates or has the potential to create disturbance either on board the aircraft or on
ground and in the process could endanger the safety of the aircraft, fellow passengers, crew members,
airline staff or property thereby hampering the operations.

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Although such incidents are small as compared to number passengers we carry, it must be recognized that
some of these disruptive and unruly passengers have the potential to jeopardize the safety and security of
our operations.

Besides other factors, the following are the main causes for a passenger becoming unruly,

• Excessive drinking
• Nicotine starvation due to smoking restriction
• Resentment of authority.
• Unreasonable high expectations
• Flying phobia and
• Travelling in crowded environment for extended time.

Passenger Disturbance Threat Level:

Level 1- Disruptive behavior (Suspicious or verbally threatening).

Level 2- Physically abusive behavior.
Level 3- Life threatening behavior.
Level 4- Attempted or actual breach of the flight crew compartment.

Unruly passengers are the concern of airline staff involved in one of the many activities of a flight operation.
It begins at check-in and ends at the arrival of a flight at the destination. It is therefore necessary to have a
coherent policy and procedures for all services involved, be it on ground and in the air.

Procedure on ground:

• Staff should at all the times be observant during check-in/lounge/boarding of any unusual passenger
behaviour, if noticed the same should be promptly brought to the notice of the immediate supervisor.

• If the station manager/Duty manager considers him unfit to fly and safety risk he/she should be denied
boarding.

• Also offload the baggage of said passenger.

Procedure in air:

• Oral warning to be given to the passenger by senior crew member and also remove any alcohol.

• A printed warning letter by the commander to be issued to the unruly passenger by the In-flight
Manager.

If passenger becomes too violent to be controlled, a restraint should be used on the passenger until the
passenger is handed over to the Law Enforcement Authorities on landing into the next station of arrival.

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PERSONS IN CUSTODY- Carriage of Prisoners

The following general guidance material refers to persons in lawful custody i.e. persons under arrest or
convicted criminals under escort.

Procedure:

• No aircraft operator shall allow a prisoner and escorting officers as passengers unless prior permission
is obtained from the BCAS by the concerned policing authority that is responsible for transportation of
such prisoner with escorts by air.

• The policing authority requiring transportation of a prisoner by air shall send their request in writing to
the Commissioner/Regional Dy Commissioner of Security(CA),BCAS at least 7(seven) days in advance.

• The policing authority responsible for carriage of a prisoner by air shall indicate classification of such
prisoner as dangerous or otherwise in their application addressed to BCAS.

• A prisoner should not be transported on board an aircraft unless escorted by one or more policing
authority officers.

• Policing authority officers or other authorized persons should notify a responsible representative of the
operator well before the date it is proposed to transport a prisoner or as soon as practicable in an
emergency, the identity of the person being escorted, the flight on which transportation has been
arranged, and whether or not the escorted person is considered dangerous.

• Escorting officers shall ensure that a prisoner does not carry contraband, weapons, matches or other
potentially dangerous items.

• Escorts shall be equipped with adequate restraining devices to be used in the event they determine that
restraint is necessary .Under normal circumstances a prisoner should not be shackled to any part of the
aircraft, including seats, tables etc.

• Escorts shall not carry arms, mace, teargas or similar incapacitating gas generating devices or any
dangerous goods /prohibited items specified by the BCAS on board the aircraft. Weapon and
ammunition if any may be allowed in registered baggage as per instructions in force.

• Escorts shall adequately identify themselves to security personnel, security check points, flight
attendants and pilot in command.

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• Any other security personnel and passengers authorized to carry firearms on board the aircraft should
be made aware of the transportation of a prisoner and escorts and their location.

• A prisoner along with escorts should be boarded before all other passengers and disembarked after all
other passengers have left the aircraft.

• They should be seated as far as to the rear of the passenger cabin as is possible but not in a lounge area
or next to /directly across from an exit.

• They should only be seated in a row for two or more seats and at least one escort should sit between
the escorted person and any aisle.

• They should be accompanied at all times and kept under surveillance including visits to the lavatory.

• No intoxicating beverage shall be served to escorts or prisoner while on board the aircraft.

• Prisoner may be served food at the discretion of escorts by should not be provided with metal utensils
or a knife.

• Aircraft operator should not accept a prisoner and escort(s) as passengers unless concurrence has been
obtained in advance from the BCAS and other operators that may be involved en route and at the
intended final destination. In such cases sufficient advance notification must be given to operator so
that prior agreements can be obtained.

Dangerous Prisoners

At least two escorts should be required for each prisoner considered dangerous by the escorting agency or
in the judgment of a responsible representative of the operator. Not more than one such prisoner and
escorts should be carried on any one flight.

Persons suffering from mental illness

A person suffering from mental illness that is deemed to be a threat to the safety of a flight may be accepted
for transportation if accompanied by an attendant physically capable of coping with untoward actions by
that person during the flight and skilled in administering sedatives as required and authorized by an
appropriate doctor. If a mentally disturb person requires sedation prior to departure each portion of the
flight should last no longer than the effective duration of the sedative administered. The aircraft operator,
on the advice of representatives of the operators medical and security staffs, as appropriate, should be
permitted to deny boarding to such a person.

Deportees

A person who had legally been admitted to a State by its authorities or who had entered a State illegally,
and who at some later time is formally ordered by the competent authorities to leave that State.

Each request for transportation should be evaluated and the operators consulted to determine if the person
is threat to the safety of the flight or if additional measures such as escorts are necessary.

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The administrative and financial arrangements for removal of such persons are the responsibility of the
government ordering the deportation.

The primary responsibility of escorting a deportee is of immigration Law Enforcement Agency of the
deporting country

Refusal Room TO BE ADDED

Inadmissible persons (sometimes referred to as “refusals’’).

A person who is or will be refused admission to a State by its authorities. Such persons normally have to be
transported back to their State of departure, or to any other State where the persons are admissible, by the
aircraft operator on which they arrived.

Procedure for Inflight Security Officers (IFSOs) traveling on board aircraft

Inflight Security Officers also known as Sky Marshals are deployed for the purpose of securing the safety of
aircraft operation. In India the National Security Guards (NSG) are specially selected and trained, taking into
account the safety and security aspects on board an aircraft and they are deployed according to the threat
assessment of the Competent Authority.

Salient features
• Travel as per flight schedule given by BCAS
• AEP / AEC all airports
• Medical certificate-company doctor of the airline
• Briefing of crew prior to departure carried out by IFSO.
• Weapon authorization Card (WAC) issued by BCAS
• Travel documents (Tickets)
• All documents verified by ASG Incharge and processed through by the concerned airline security.
• Staff carrying out Secondary Security Checks are informed by the security incharge
• Cockpit Crew informed on number of IFSOs and seats

Under no circumstances the presence of Sky Marshals shall be revealed his identity to anyone else on board.

Typical consignments requiring security escort

• Valuable cargo and mail

• Diplomatic Bags / Mail
• Dangerous goods
• Vulnerable cargo during high threat situations
• Registered baggage
• Catering.

PRIMARY responsibility for movement of consignment will be that of the airline or agency involved.

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SECURITY is responsible to assist airline/police/other agency for the safe movement of the consignment.

Procedure for Escorting Consignment:-

Responsible agency for escorting of consignment should ensure that:

• The movement is planned in advance
• The consignment and escort proceed along a pre-determined route
• The route is varied from consignment to consignment

Register Baggage / Accompanied Baggage

Personal Property of passengers or crew for which the sole custody is taken by the aircraft operator & claim
tagged is issued.

Categories of baggage required escort

 Bags Containing Arms / Ammunition

 Bags Containing High value items
 Baggage of VVIP’s

Any baggage which has weapon in it will be escorted in restricted area. The following people are authorised
to carry weapon in their register baggage.

1. PSO’s of VIP
2. PSO’s of High Risk Dignitaries
3. Any person on bonafide duty
4. Passenger having valid license

When such persons are traveling with weapon, they will declare the weapon and ammunition prior to
screening of the passenger register baggage in prescribed format given by the aircraft carrier. Original copy
of the form will be retained by aircraft operator at boarding station, second copy will be kept in flight file
and third copy will be given to passenger. Duly authorized person of concerned airline will determine the
weapon is in unloaded condition, to transport that weapon in register baggage of passenger, before
acceptance of the weapon baggage. The weapon and ammunition will loaded in such area of aircraft which
is not accessible to any person including crew from passenger cabin. In any aircraft where hold is accessible
from passenger cabin a separate compartment / container will be created by the aircraft operator to carry
weapon on board of such aircraft.

But due to safety of VVIPs / SPG Protectee, Personnel Security Officers of VVIPs and SPG protectee are
allowed to carry unloaded weapon in passenger cabin of the aircraft when they are escorting the concerned
VVIP’s and SPG protectee.

Also the security of register baggage is primary responsibility of concerned aircraft operator. The SOP for
securing any register baggage from any unauthorized access will include the following points.

• Screening of registered baggage

• Sealing of registered baggage after screening
• Safeguarding of baggage after screening
• Escorting baggage from point of sealing to point of loading onto the aircraft
• Ensuring that seals are intact at point of loading

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Module-15
Protecting Aircraft Catering Uplift

Module Objective
• Describe the need for security checks of catering uplift
• Explain typical methods for protection of catering facilities equipments and uplift
• Describe a system for sealing catering containers
• Inspection of HLV before entering operational area.

International Legislation
Annex – 17

Standard 4.6.5 Each Contracting State shall ensure that catering, stores and
supplies intended for carriage on passenger commercial flights are
subjected to appropriate security controls and thereafter
protected until loaded onto the aircraft.

Standard 4.6.6 Each Contracting State shall ensure that merchandise and supplies
introduced into security restricted areas are subject to appropriate
security controls, which may include screening.

National Legislations

Aviation (Security) Rules 2011

Part VII – Catering Supplies & Stores
Rule 43 Catering Supplies
Rule 44 Supply of other stores

NCASP
Chapter 4.13 Catering Establishments

Aviation Security Order / Circular

Order 07/2004 Catering Security
Order 13 /2011 Security Programme of Catering Companies
Circular 25/2006 Security controls for catering supplies.

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Security Controls by the Caterer

• Officer to supervise Security Controls

• Premises secured
• Access control
• Personnel employed for preparation and delivery of catering supplies – regular employee and should
have undergone Security Awareness Training
• Deliveries of Raw material and equipment to be X-rayed or physically checked
• Chilling rooms and refrigerators under strict control
• Catering carts should have proper locking systems
• Security certificate for each consignment to be loaded in aircraft
• HLV’s should be securable

No airline operator shall accept any catering items for loading in the aircraft unless a written contract is
signed between both the agencies (Air operator & the caterer)

Stages of Catering Security

1. Preparation
2. Pre-Setting
3. Hi-lift/ Transportation

1. Preparation Stage 2. Pre-Setting

3. Hi-lift/ Transportation

Role of Airline Security

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• The airline security personnel will be present at the catering facility to closely supervise the preparation,
packing, pre-setting of the catering uplift and while placing them into the meal carts / containers.
• They will ensure that no unauthorized personnel have access to the catering uplift.
• All security checked / cleared catering uplift will be sealed prior to loading into the hi-lift van/ vehicle.
• Hi-lift van / vehicle will be checked for any prohibited and dangerous item prior to loading of the
security cleared catering uplift
• The HLV should be properly maintained and the rolling shutters on both sides should have provision for
locking arrangements and during an operation the shutters should be locked and sealed.
• The transportation of the catering uplift from the catering facility to the airport /aircraft shall be done
under escort and strict supervision by the airline security officials/ catering officials.
• While transferring the catering uplift from the HLV to the aircraft, airline security official shall check the
seals affixed at catering facility for any traces of tampering and then handover the same to the cabin
crew.
• All security stickers/ seals will be kept under safe custody at all times and a proper record of the security
seals used for sealing the catering uplift and HLV will be maintained. Record to be maintained for a
minimum of 07 Days.

Systematic Search of a Food Trolley

• Search under the food trolley and check locks.

• Open both ends of the trolleys and look for anything unusual inside the trolley.
• Check the trays for unusual weight.
• Search the top part of the trolley namely the ice tray.
• Seal the trolley once it has been security cleared.

Security Controls for Newspapers and Cleaning supplies etc

Newspapers, magazines, cleaning stores and supplies or any other item for loading in the aircraft has to be
subjected to the following security controls:-
• The stores and supplies have been obtained from an establishment with whom the air operator has a
written contract for the purpose;
• The stores and supplies have been searched by hand or X-ray screened to prevent the introduction of
any prohibited article;

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• Before allowing access to the aircraft, the cleaning staff shall be frisked and all the articles carried by
them checked properly by the airline operator; and
• Any other security controls prescribed by the Commissioner.

Response to Tampering Of Security Seals/ Stickers

• Inform the supervisor immediately
• Carry out a thorough check of the HLV, catering uplift for any suspicious items
• Record the incident.

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Module-16
Protecting Cargo, Mail and Courier

Module Objective

• Define airline responsibility for acceptance of cargo and mail consignments.

• Describe typical airline security procedures for protecting cargo and mail consignments after
acceptance.
• Explain the physical security measures and access control for cargo and mail facilities.
• Conduct a physical search of a sterile cargo area for prohibited items and deal with suspect items as per
SOP.
• Maintain sterility of cargo SHA.

International Legislation
Annex 17
4.6 Measures relating to cargo, mail and other goods

National Legislations
The Aircraft (Security) Rules 2011
Rule 35 Carriage of cargo, mail, catering items and other stores
Part –VI Cargo, courier bags, mail and regulated agent
Rule 37 Security control for cargo & courier bag
Rule 38 Registration of Courier agency
Rule 39 Identification or reconciliation of the accompanied courier bags
Rule 40 Prohibition on carriage of certain goods
NCASP 2011
Chapter 7.8 Air Cargo & Mail

Aviation Security Order / Circular

Circular 08/2008 Comprehensive security procedures in respect of cargo, express

cargo, mail and courier bags
Order 01/2010 & Security of Cargo Complex at airports in the country
05/2010
Order 01/2006 Security measures for Air Cargo
Order 06/2005 Consignment Security Declaration
Circular 20/2004 Security of Courier bags & unaccompanied consignments by
courier companies
Order 01/2009 Regulated Agent cargo security programme

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Definition:

“Any property carried on board an aircraft other than mail, stores and accompanied or mishandled
baggage.” Is termed as Air Cargo

Types of Cargo
• General Cargo
• Perishable Cargo (PER)
• Valuable Cargo (VAL)
• Live animals (AVI)
• Diplomatic mail (DIP)
• Company Stores ( Comail / Comat)
• Human Remains (HUM)
• Transshipment Cargo
• Express cargo / parcel

Consignments that are treated as cargo

• Courier
• Postal mail

Transportation of Air Cargo

Air cargo may be transported by air, both on passenger and cargo-only aircraft. Many large airlines have very
few cargo-only aircraft in comparison to the size of their fleet. Air cargo may also be transport by truck/haulier
on a pre or post flight sector, depending on regional or national legislation.

Transportation of Air Cargo involves operations at three levels:

• Consigners (individual or companies) who send items of cargo by air,
• Agents who provide a link between consigners and airlines;
• Airlines, which carry the Cargo.

How cargo moves

Why is cargo vulnerable / attractive target for terrorist attacks?

• Volume carried increasing – Aircraft is seen as fastest mode of transportation
• Cargo system well known
• Able to target specific flights
• Difficult to screen – Nature and size of cargo
• Low risk to terrorist – cannot be identified after the attacks.

Need For Cargo Security:

Security standards throughout the civil aviation industry have improved over the years and that the potential
terrorist has had to adjust accordingly, choosing a softer (more vulnerable) point of attack.

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Preventive Security
A degree of security can be achieved by a number of complimentary measures including but not limited to:
• Prevention of explosive devices being placed into consignments at source;
• The maintenance of the security of consignments once declared secure; and
• The devotion of maximum effort to screening cargo consignments whose security cannot be readily
determined.

Known & Unknown Cargo

“known cargo” is defined as:
a cargo consignment received from a regulated agent or known consignor to which appropriate security
controls have been applied; or
a consignment of unknown cargo which has been subjected to appropriate security controls

“Unknown Cargo” is defined as:

A Cargo consignment received from an unknown consignor will be considered unknown cargo, which must
be subjected to appropriate security controls. Known cargo can also be considered unknown cargo, if security
of the consignment was not maintained after security controls had been applied.

Cargo Acceptance Procedures:

• Visual inspection of consignment to establish evidence of tampering
• Check of shipping documentation
• Establishing the identity of the consignor/ person delivering
• Protecting the consignment from unlawful interference from the time of acceptance
• Consignment security declaration form to be filled by the consignor delivering the goods.

Protection of Cargo
• Cargo and mail to be carried on an aircraft are protected from unauthorized interference from the
point security controls are applied until departure of the aircraft.
• Before cargo is loaded into the aircraft, aircraft operator’s security, staff to ensure that no cargo
consignment is allowed unless it has passed through the prescribed security control.
• After security check of the cargo consignments, security sticker to be pasted / affixed.
• Security measures as mentioned above shall be specifically indicated in the cargo manifest which
should signed by Airlines Security & APSU/ASG before it is loaded in the aircraft.

Methods for Screening Cargo:

• Profiling
o Visual Checks of cargo including document checks

• Screen by X-ray
o For prohibited / objectionable items

• Search by Hand
o In case X-ray Machine is not available / cannot be x-ray screened due to size etc.
o Cargo which is segregated from X-ray BIS must be physically examined to confirm that it is not
hazardous

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o While the physical check is being carried out and if the security staff notices some explosive
material with allied gadgets, it should not be further examined. Such items must be segregated
and immediate superior must be informed.

• Cooling Off
o In case X-ray & physical checks is not possible then the cargo is required to be cooled off and
adequate entry in register for the same is to be made. Cooling off may also be required on the
cargo consignment which is doubtful. Such consignment is left for 24 hrs cooling off on ground,
before it is sent to the aircraft. If this cargo contains an IED with time/delay mechanism it
explodes on the ground, thus ensuring the aircraft is safe.

NOTE: This will only be resorted to when all the other tests mentioned above could not be carried out or still
doubt exists in the mind of the security staff, even after carrying out the test, that the consignment could be
dangerous.
• Use of ETD / EVD - As per regulation

• Metal detectors

• Flight Simulation chamber (Decompression Chamber)

o Flight simulation chamber is specially designed to simulate

/ reproduce the changes in physical conditions encountered
in an aircraft in flight on the ground itself. e.g. pressure ,
temperature, movement and altitude thus reducing the risk
of attacks in the air. Explosive if present in a bag will get
triggered on ground itself thus saving the passengers and
aircraft.

Security Control of Normal / General Cargo (As per Avsec Circular 08/2008)

Cargo can be security cleared by

- X-Ray Screening
- Physical Checking
- If not cleared by above two methods then to be cooled off for 24 Hours.

Apart from the above security measures staff will also ensure following aspects:
- Affixing of prescribed security sticker on the cleared consignments
- Prescribed Security Declaration from Cargo Agent
- Manifest indicating Security control against each consignment
- Protection of security cleared cargo
- Escorting of cargo consignment.

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Security Measures for carriage of Dead bodies/human Cremated Remains

Following security controls will be applied by the aircraft operator for carriage of dead body/Human/
Crematal.

Station Manager/Station Security Manager of the Aircraft Operator will examine and validate accompanying
documents as below:-
In case of movement from a station within India
• Death Certificate from a competent Medical Authority;
• Embalming Certificate by the Hospital/competent Authority;
• Permission by the local Police Authorities for carrying dead body/human remains;
• Any document like Driving licence or Passport or any other Photo ID Card issued by a Govt./semi-Govt.
agency to establish identity of the deceased.

In case of transportation from a Foreign Station

• Death Certificate from a competent Medical Authority;
• Embalming Certificate by the Hospital/competent Authority;
• Certificate by the local Police Authority for carriage of dead body/human remains;
• Permission from the Indian Mission for carriage;
• Copies of cancelled passport of the deceased.

1. Identity of the relative/person who accompanies the dead body/human remains shall be established.

2. In case no relative/person accompanies the dead body/human remains the consignment will be
screened through X-ray, to ensure that it does not contain any prohibited/dangerous item.

3. In the absence of X-ray machine at a particular station, dead body/human remains shall be inspected
visually by a responsible employee of the aircraft operator to ensure that the consignment has dead
body/human remains only and nothing else which may endanger safety of the flight.

Security Measures for Mail

Security Controls for Mail bags by Postal Authorities will be as under:

The acceptance, processing and handling of mail to be carried by air
shall be done by regular and duly trained staff of the Postal
authorities

Letters or parcels weighing less than 200 grams

• These may not be X-ray screened or may not be subjected to cooling off period.
• A Certificate to the effect that the postal bag does not contain any letter or parcel which weighs more
than 200 grams, shall be obtained by the airline operator from the Postal authorities.
• Airline Operator will ensure that the postal bags with suspected sign of tampering en-route shall be
segregated and subjected to additional security controls; and
• If the suspicious bag cannot be checked physically it shall not be accepted for carriage.

Letters or parcels weighing 200 grams and above

Duties of the postal authorities

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• The postal authorities will screen the postal mail bags by X-ray machine at their premises.
• If X-ray machine is not available, the mail shall be subjected to cooling off for at least 24 hours.
• The Postal authorities shall issue a Certificate to the airline operator certifying that the security
measures have been fully complied with and the mail or speed post, as the case may be, does not
contain any prohibited item.

Airline duties

(a) The mail is handled by the regular and duly trained staff of the airline operator;
(b) The security staff of the airline operator shall check the condition of the mail bags and
accompanied security certificate(s) as specified in these rules. Postal bags with suspected sign of
tampering en-route shall be segregated and subjected to additional security controls; and
(c) The airline operator shall x-ray screen all the mail bags.
(d) In case of suspicious on such baggage shall be checked physically in the presence of an official of
the postal authority. If the suspicious bag cannot be checked physically due to one reason or the
other, the same shall not be accepted by Aircraft Operator.
(e) If any prohibited article is detected during screening of mail/ speed post, the aircraft operator
shall withhold such mail initiate legal action.

Diplomatic mail bag (Reference Avsec Order 05/2002)

The following points must be verified while accepting

diplomatic mail bag:
• Visible external marks of their character
• Contain only diplomatic documents or articles
intended for official use.
• Name and address of the consignee as well as that
of the Foreign Diplomatic Mission / Consular Post a sender.

Security Controls for Diplomatic Bag:

1. Diplomatic bags to be transported as cargo / registered baggage

• Screened by X-ray
• In case of serious doubts / suspicion about the contents of these bags, the matter shall be brought to
the notice of the Protocol Division of the Ministry of External Affairs who would take appropriate
action.
• Such suspicious baggage shall not be transported until and unless the doubts are cleared to the
satisfaction of security staff.

2. Diplomatic bags carried as hand baggage

• Diplomatic Bags carried as hand baggage is exempted from Security Checks
• Concerned courier / person will be allowed to go till the boarding gate to hand over / receive the
diplomatic bag
• Pre-embarkation security checks shall be carried out on the person accompanying the diplomatic bags
and other bags carried by him should be security checked
• The holder of a diplomatic bag must submit a certificate by concerned diplomatic mission stating that
the packages constituting the diplomatic bag do not contain any substance which would be dangerous
and harmful to the aircraft or its passengers.

Courier and Express Consignments

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For acceptance of courier loads by an airline:

• The courier company has been duly registered with the airline operator; and
• It has established and implemented a security programme approved by the Appropriate Authority.

The airline will ensure that :

• the consignment has been handed over personally by a responsible person of the organisation;
• Consignment is accompanied by a Courier Certificate from the authorized signatory of such organisation.
• The courier bag has been properly marked externally to facilitate identification with the relevant courier;
• The courier to whom such bag belongs has checked-in for the flight on which it is to be carried ;
• If a courier checked-in for a flight is not on board the aircraft, his bags shall be off-loaded from the aircraft
and shall not be carried on that flight.

Security Measures
- Screening through x-ray
- Each baggage/ bag being viewed from two different angles and
- 15 % Physical check on continuous random basis.

• Unaccompanied courier bags shall be treated as express cargo and shall be subjected to the same security
controls as specified for express cargo.
• If any prohibited article is detected during the course of screening, such consignment shall not be allowed
to be loaded into the aircraft and legal action initiated against the consignor.
• After application of the prescribed security controls, sterility of the cargo/ express cargo/ courier bags etc,
whether inside or outside the aerodrome premises, shall be maintained until such time that these are placed
on board aircraft. The screened items shall not be left unguarded at any stage until departure of the aircraft.
• Tamper-proof security stickers bearing serial number and date shall be affixed on the screened cargo/
express cargo/ courier bags, indicating clearly the type of security controls applied to them.

Security Controls for Trans-shipment cargo

Trans-shipment cargo is a consignment of Cargo originating from an airport within or outside India which
arrives at an aircraft operator / Regulated Air Cargo agent’s premises in India, with a valid flight number for
carriage on another flight from any airport in India.

For cargo originating from India for a foreign station:

- Consignment Security Declaration
- All security measures to be followed as originating cargo
- Escorted till aircraft

For bonded cargo transiting at an Indian airport for further transportation to a foreign station:
- Appropriate documentation will be examined and confirmed as accurate.
- Escorted to departure aircraft

For cargo originating from a foreign station:

- Appropriate documentation will be examined and confirmed as accurate.
- In case of any discrepancy in the documentation, this will be resolved and a record made of the
discrepancies.

- In case the discrepancies remain unresolved, the consignment will be treated as Unknown Cargo and
screened accordingly.
- Escorted to departure aircraft
- In case the bonded / transhipment cargo moves through landside, it will be treated as originating cargo and
screened accordingly.

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Security Measures for Perishable Cargo:

Articles Which Are Liable To Deteriorate Or Perish Due To Changes In

Climate, Altitude, Temperature Or Any Other Normal Exposure Inherent To
Carriage Of Cargo By Air, Or Length Of Time Etc.

Security Measures
• Security Declaration by the consignor
• X-ray Screening
• Physical Checks
• EDS

Security measures for Company mail (Comail) and Company material (Comat)

Comail:
Aircraft operator company mail, shippedwithin the company’s network of
stations.

Comat:
Aircraft operator company materials, shipped within the company’s
network of stations.

Security Measures

• Security Declaration by concerned department signed by a responsible person

• X-ray Screening or
• Physical Checks
Note: Comail / Comat containing Dangerous Goods to be referred to personnel qualified in handling
Dangerous Goods for carriage.

Security Measures for Live animals (AVI)

Live animals may be carried as Cargo or as registered baggage. Adequate

security measures needs to be carried out for transportation of the same.

• Certificate from Veterinary Doctor – if carried as registered baggage

• Cage / Box to be examined
o Physical / X-ray
• Items attached to the body of animal to be examined
• Live Animals not to be put through X-ray

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Security of Cargo Complex at airports

• Entry/Exit to Cargo Complex and Sterile Area beyond cargo screening points at the airports shall be
guarded by ASG / APSU at all airports.

• All airport operators to create a Sterile Hold Area in the Cargo Complex at airports by erecting concrete
walls or wire mesh.

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Module-17

Passenger Profiling And Security Environment

Module Objective

• Passenger,Baggage& documents profiling

• Safety regulation for person and vehicle movement in the operational area
• Improving attitude of security staff for pax interface
• VVIP security – laid down procedure

International Legislation

Annex 17

National Legislation

NCASP 2011

Chapter 7.7.8.2(i) Passenger Profiling

Aviation Security Order / Circular

Order 06/2009 Exemption from Pre-embarkation security checks at civil airports

Circular 36/2005 Access Of Vehicles UptoThe Tarmac Area Of The Civil Airports In
The Country On Protocol/ Medical / Security Grounds

Not applicable

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Profiling is described as a systematic observation to categorize each passenger by creating a short

biographical character sketch to study certain characteristic personal manner or attitude, in order to decide
whether the passenger is a threat to the airline or not.

Profiling is done to detect the following:

• A terrorist with intent to harm the airline
• A terrorist with intent to cause damage to the terminal building, aircraft etc.
• Asylum seekers
• criminals
• Detection of fraudulent travel documents
• Traffickers of drugs, contraband and

Profiling is carried out on

• Passenger
-Alone
-Family
-Group
• Baggage
-Carry On Baggage
-Hold Baggage
-Other items.
• Travel documents

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o Passport (expired; forged; alterations; etc.)

o Visa;
o Ticket (last minute purchase; one way ticket; uneconomical routing; etc)

Detection depends on the effectiveness of the “Profiling Process” because of the fact that most individual(s)
involved orin the process of doing illegal activities are unable to speak the truth and may present
fraudulent documents in order to mask their true intentions and identity.

Equipment or tools used for profiling:

• X-BIS
• Explosive detectors
• Metal detectors
• Machine to check passport
• Ultra violet light
• Biometrics ( Iris Scan; facial recognition; voice recognition; hand geometry; finger print)

Five Steps for Profiling

• The Interviewing process

• Threat assessment
• Visual profile of potential terrorist
• Profiling (Manual or Automatic –CAPPS)

Passenger appearance and behaviour – Suspicious signs(do not take any one sign in isolation but there
should be a minimum of three suspicious signs)

A passenger who is a possible threat may be identified by the following suspicious signs:

• Sweating • Shaky voice

• Nervousness • Stammering
• No eye contact • Deep sighs
• Fumbling • Grinds teeth
• Curiosity • Un-cooperating
• Gestures • Undue interests in security procedures
• Face turns pale or white • Contact with other passengers through signals
• Shivering • Cannot open his bag
• Biting lips • First pax
• Biting nails • Last pax
• Restless • Inability to answer a question or reluctance

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Baggage (Check-in / Hand baggage) – Suspicious signs

The baggage of a passenger who is a possible threat may also provide signs for
suspicion. These may be:

• Profile of passenger does not matching to the type of baggage

• Baggage not matching with profession as declared
• Baggage not matching with class of travel or duration of trip.
• Baggage contents are confusing – not matching travel requirements.
• Passenger not having the baggage keys or does not know how to open the baggage
• Name on the baggage does not match with the name on the ticket
• Passenger carrying weapons, explosives , prohibited articles &Dangerous goods

Documents - Suspicious Signs in

The travel documents of a passenger may also provide signs for suspicion.
The signs may be:

• Last minute purchase of ticket

• One way ticket
• Unusual / uneconomical routing of the ticketed
• Ticket appears to beCorrected forged or stolen
• Passport appears to be forged, altered or otherwise invalid
• Name on the passport does not match with the name on ticket
• Personal identification information does not match with that on Passport
• Passenger not familiar with the details in travel documents
• Passenger originating from a suspicious country
• Passenger’s nationality does not matches with his / her profile

Questions asked about the baggage while profiling

• Is it your baggage?
• Did you pack it yourself?
• Do you know the contents?
• Was the bag in your custody throughout?
• Are you carrying any electronic / electrical goods?
• Did you accept any gift / packets etc from any other person?

Action to be taken in case a suspicious passenger is detected

• Keep surveillance on the passenger (preferable electronic)

• Inform Supervisor
• Check baggage thoroughly
• Ask questions

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• Verify documents
• Inform ASG
• Frisk thoroughly

COURTESY AND BEHAVIOUR

Courtesy and Behaviour at the airport:

• Image of the organization

• Satisfied customer is the best goodwill promoter
• High Profile personnel travel through airport
• Larger Media publicity

Personal Presentation:

• Good Appearance
• Posture / gesture while dealing with the passenger.
• Clothing – pressed, neat and clean (good turnout)
• Facial expression / body language
• Good and effective communication skills.
• Conversation with passenger- Fresh breath, voice tone /voice modulation
• Right staff at right place at the right time.

Passenger Profile:

• VVIPs/ VIPs / CIPs

• Diplomats
• Business Traveler
• Celebrities
• Tourists
• Group travelers
• Airline / airport employees
• Families
• Emergency Traveler
• Students
• Unaccompanied Minors

Why does a passenger get upset?

A passenger may get upset for a wide range of reasons from personal to impersonal. Sometimes their anger
is justified, sometimes not. Some of the reasons are as under:

• Already upset at someone / something/ somewhere

• Tired, stressed, frustrated.
• Travel expectations have not been met. e.g Seat allocation; meal request;
• Feels nothing is right for him
• Feels unpleasant attitude

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Effects of courtesy and behaviour:

• Professional competency / survival

• Recommendation of high level
• Good reputation of security staff
• Confidence of passenger on security staff
• Image of airlines in comparison to other

DOS AND DONTS:

DO’s

• Positive Attitude
• Well conversation
• Smiling face
• Honesty
• Cooperation with the passenger

DON”T’s

• Don’t chew, eat during dealing with passenger

• Don’t give wrong information
• Don’t relax during duty
• Don’t irritate on the behavior of pax.
• Don’t lose temper

VVIP / VIP SECURITY PROCEDURES

Certain categories of VVIP/VIPs while travelling by air through

the civilian airports in the country are exempted from security
checks as per the directions issued by the regulatory authorities
from time to time.

Exemption from pre-embarkation security checks at civil airports.

The Bureau of Civil aviation security vide their circular has exempted the following VVIPs / VIPs from pre
embarkation security checks all civil airports in the country.

The pre embarkation checks involve screening of passengers and their carryon /hand baggage at the security
hold area by the APSU/ASG and the secondary ladder point checks carried out by the aircraft operator prior
to boarding.

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As per BCAS AVSEC Order 06/2009, following are the categories of personnel who are exempted from pre-
embarkation security checks.

1. President

2. Vice President

3. Prime Minister

4. Governors of States

5. Former Presidents

6. Former Vice-President

7. Chief Justice of India,

8. Speaker of LokSabha

9. Union Ministers of Cabinet rank

10.Chief Ministers of States

11. Deputy Chief Ministers of States

12. Deputy Chairman, Planning Commission

13. Leader of Opposition in LokSabha&RajyaSabha

14. Holders of Bharat Ratna Decoration

15. Ambassadors of foreign countries, Charge D’ Affairs and High Commissioners and their spouses

16. Judges of Supreme Court

17. Chief Election Commissioner

18. Comptroller & Auditor General of India

19. Deputy Chairman RajyaSabha& Deputy Speaker of LokSabha

20. Minister of State of the Union Council of Ministers

21.Attorney General of India

22. Cabinet Secretary

23. Lt. Governors of Union Territories

24. Chiefs of staffs holding the rank of full General or equivalent rank

25. Chief Justices of the High Courts

26. Chief Ministers of Union Territories

27. Deputy Chief Ministers of Union Territories

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28. Visiting Foreign dignitaries of the same status as at Sl. Nos. 1 to 4,7,8,9 above

29. His Holiness the Dalai Lama

30. SPG Protectees

31. Shri Robert Vadra, while travelling with SPG Protectees

32.Spouse of the president of India is exempted from pre-embarkation security checks at all civil airports
even when he/she is not accompanying the president.

33. Former Prime Minister of India are also exempted from pre-embarkation checks at all civilian airports in
the country.

It is reiterated that except the categories specified above, all other categories of passengers, travelling by air
through the civilian airports in the country, are to be subjected to pre-embarkation security checks without
making any exception in any particular case.

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MODULE 18
CLOSING ACTIVITY

Assessment of the trainees will be carried out by Bureau of Civil Aviation Security through examination
conducted at the end of the course.

A feedback shall be taken from participants by respective ASTI’s on the feedback form provided by along
with the STP.

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End of Basic AVSEC Handout

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