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Basic AVSEChandout PDF
Basic AVSEChandout PDF
Basic AVSEChandout PDF
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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.
International Legislations
Annex – 17
Standard3.1.7: 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.
Standard 3.1.8: Each Contracting State shall ensure the development and
implementation of training programmes 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
The Aviation Security Basic Training is based on the Aviation Security Training
Package (ASTP) issued by International Civil Aviation Organization
LIST OF MODULES
Module
Subject Page Number
No.
1 Opening Activities, Course Introduction And Administration 6-30
Abbreviation/ Acts & Rule/ Roles of Various Agencies
2 Overview of International civil aviation security 31-54
3 Working at the Airport0 55-64
4 Access Control-People 65-74
5 Access Control-Vehicle 75-81
6 Landside security 82-88
7 Recognition of Explosive Devices & other prohibited articles 89-106
8 Building and Area Search Procedure 107-114
9 Patrolling and Guarding 115-123
10 Screening & searching of passenger and baggage 124-138
Module Objective
Teaching Methods
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 Test ( Written and Practical )
Course Objective:
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, including but not limited to:
• unlawful seizure of aircraft
• destruction of an aircraft in service,
• hostage-taking on board aircraft or on aerodromes,
Aerodrome: Any definite or limited ground or water area intended to used, either wholly or in
part, for the landing or departure of aircraft, and includes all buildings, sheds, vessels, piers and
other structures thereon appertaining thereto.
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: An aircraft shall be considered to be “in service” from the beginning of the
pre-flight preparation of the aircraft by ground personnel or by the crew for a specific flight until
twenty-four hours after any landing and in the case of a forced landing, the flight shall be deemed
to continue until the competent authorities take over the responsibility for the aircraft and for
persons and property on board.
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.
Aircraft stand. A designated area on an apron intended to be used for parking an aircraft.
Airport. Any area in a Member 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.
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): Annex 17 to the Convention with the title “Standards
and Recommended Practices — Security — Safeguarding International Civil Aviation against Acts
of Unlawful Interference”.
Aviation Security Group. A unit of specialized Government agency authorized by the Director
General, BCAS to safeguard civil aviation against acts of unlawful interference and protection of
property at the aerodrome handling civil aviation. (also see rule 13 of the Aircraft (Security) Rules,
2011)
Apron passenger vehicle. Any vehicle used to convey passengers between aircraft and passenger
buildings
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.
Cargo: Any property carried on an aircraft other than mail, stores and accompanied or
mishandled baggage.
Cargo area. All the ground space and facilities provided for cargo handlings. It includes aprons,
cargo buildings and warehouses, vehicle parks and roads associated therewith.
Cargo building. A building through which cargo passes between air and ground transport and in
which processing facilities are located, or in which cargo is stored pending transfer to air or ground
transport
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. Note: Stores (Supplies).
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a. For consumption - Goods, whether or not sold, intended for consumption by the
passengers and the crew on board an aircraft, and goods necessary for the operation and
maintenance of the aircraft, including fuel and lubricants.
b. To be taken away - Goods for sale to passengers and crew of an aircraft with a view to be
taken away on landing.
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.
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.
Convention. The convention relating to International Civil Aviation signed at Chicago on the 7th
day of December, 1944
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.
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
when accompanied by the required official documentation.
Direct transit area. A special area established in an international airport, approved by the public
authorities concerned and under their direct supervision or control, where passengers can stay
during transit or transfer without applying for entry to the State.
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.
Emergency plan. A plan setting forth the procedures for coordinating the response of different
aerodrome agencies or services and of those agencies in the surrounding community that could
be of assistance in responding to an emergency.
Explosive substance. A solid or liquid substance (or a mixture of substances) which is in itself
capable, by chemical reaction, of producing gas at such a temperature and pressure and at such
a speed as to cause damage to the surroundings. Included are pyrotechnic substances even
when they do not evolve gases. A substance which is not itself an explosive but which can form
an explosive atmosphere of gas, vapour or dust is not included.
Express cargo. Goods other than mail and accompanied or baggage involuntarily or inadvertently
separated from passengers or crew which is required to be carried on priority basis by an aircraft
operator.
Facilitation. The efficient management of the necessary control process, with the objective of
expediting the clearance of persons or goods and preventing unnecessary operational delays.
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 (Acts of Unlawful seizure of Aircraft): 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.
High-risk cargo or mail. Cargo or mail presented by an unknown entity or showing signs of
tampering shall be considered high risk if, in addition, it meets one of the following criteria:
a) specific intelligence indicates that the cargo or mail poses a threat to civil aviation; or
b) the cargo or mail shows anomalies that give rise to suspicion; or
c) the nature of the cargo or mail is such that baseline security measures alone are unlikely
to detect prohibited items that could endanger the aircraft.
Regardless of whether the cargo or mail comes from a known or unknown entity, a State’s specific
intelligence about a consignment may render it as high risk.
Human Factors principles. Principles which apply to design, certification, training, operations and
maintenance and which seek safe interface between the human and other system components
by proper consideration to human performance.
Human performance. Human capabilities and limitations which have an impact on the safety,
security and efficiency of aeronautical operations
Interline Baggage: The baggage of passengers subjected to transfer from the aircraft of one operator
to the aircraft of another operator in the course of their journey.
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 authorized by the government of the State of the
Operator and 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.
In-flight supplies. All items intended to be taken on board an aircraft for use, consumption or
purchase by passengers or crew during the flight, which typically include catering and cleaning
stores and supplies.
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. Also known as Isolated Aircraft Parking Position (IAPP)
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: Those parts of an airport, adjacent terrain and buildings or portions thereof that are
not airside, as identified by States and relevant entities in their security programmes.
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).
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.
Passenger area. All the ground space and facilities provided for passenger processing, including
aprons, passenger buildings, vehicle parks and roads.
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.
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 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 designated by the operator, or in the case of general aviation, the
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owner, as being in command and charged with the safe conduct of a flight.
Prohibited Items. A list of items i.e. weapons, explosives or other dangerous devices, articles or
substances which may be used to commit an act of unlawful interference with civil aviation
operations. Such list is established by the DG, BCAS based on a risk assessment
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.
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 audit. An in-depth compliance examination of all aspects of the implementation of the
national civil aviation security programme.
Security accident. An occurrence which results in death or grievous hurt to a person or major
damage to the property.
Security checks for LAGs and STEBs. Visual checks or security controls, performed by security
staff, for signs of interference, in particular tampering with seals, theft and the introduction of
potentially dangerous devices, articles or substances. The checks should be made at the first
point of entry on the airside and should be made on all supplies of LAGs and STEBs to establish
that they have been protected, that there is no evidence or suspicion of tampering, and that the
necessary documentation is in order.
Security clearance. Compliance with the security controls specified in the National Civil Aviation
Security Programme with regard to any aircraft, entity, person or object. It is a status granted to
individuals or entities allowing them access to classified information, access to restricted areas
or to conduct business after completion of a background check.
Security control. A means by which the introduction of weapons, explosives or other dangerous
devices, articles or substances which may be used to commit an act of unlawful interference can
be prevented.
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 exercise. A full-scale security exercise is a simulated act of unlawful interference with
the objective of ensuring the adequacy of a contingency plan to cope with different types of
emergencies. A partial security exercise is a simulated act of unlawful interference with the
objective of ensuring the adequacy of the response to individual participating agencies and
components of the contingency plan, such as the communications system.
Security incident. An occurrence in relation to civil aviation security which takes place either on
the ground or in flight, which results in:
- in injury to a person, damage to property, fire and breakage;
- contravention or breach of security laws, regulations, national civil aviation security
programme and orders issued by the Central Government under the provisions of the
Aircraft Act, 1934.
Security investigation. An inquiry into any act or attempted act of unlawful interference against
civil aviation and/or any alleged or suspected instance of non-compliance with a State’s National
Civil Aviation Security Programme or other legal and/or regulatory requirements pertaining to
civil aviation security.
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
will 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 tamper-evident bags (STEBs). Specially designed bags that should only be used for the
sale of LAGs by airport outlets or on board an aircraft.
Security test. A covert or overt trial of an aviation security measure which simulates an attempt
to commit an unlawful act.
Service panel. Aircraft external access point used for providing aircraft services including water,
lavatories and ground electrical outlets, and other service compartments that have external
clip-down panels.
State of Registry. The State on whose register the aircraft is entered. (See also the definition in
Annex 6.)
State of the Operator. The State in which the operator’s principal place of business is located or,
if there is no such place of business, the operator’s permanent residence.
Sterile area. The area between any passenger inspection or screening checkpoint and aircraft,
into which access is strictly controlled (see also security restricted area.)
Stores (Supplies).
- For consumption - Goods, whether or not sold, intended for consumption by the
passengers and the crew on board an aircraft, and goods necessary for the operation and
maintenance of the aircraft, including fuel and lubricants.
- To be taken away - Goods for sale to passengers and crew of an aircraft with a view to be
taken away on landing.
Terminal: The main building or group of buildings where the processing of commercial
passengers and freight and the boarding of aircraft occurs.
Threat Image Projection (TIP). A software programme approved by the appropriate authority that
can be installed on certain X-ray equipment, which projects virtual images of threat articles such
as guns, knives, and improvised explosive devices within the X-ray image of a real bag under
examination or complete virtual images of bags containing threat articles, and provides
immediate feedback to the X-ray equipment operators of their ability to detect such images.
Transfer cargo and mail. Cargo and mail departing on an aircraft other than that on which it
arrived of the same operator.
Transit cargo and mail. Cargo and mail departing on the same aircraft as that on which it arrived.
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.
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.
Vehicle Entry Permit. Vehicle permits issued and used to allow vehicular access to restricted areas
of the airports.
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
ABBREVIATIONS
2. AC – Aerodrome Committee
(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 but as his principal place of
business or permanent residence in India.
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 years imprisonment or fine up to Rs. 10 Lakhs or both)
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 12: Requirement of training: No person shall engage himself in any manner in the transport of
dangerous goods unless he has undergone proper training commensurate with his responsibilities.
Annex 17
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.
Advisory role the Govt. of India on Security matters
Technical Evaluation of equipment used in aviation security.
Responsibilities of DG,BCAS:
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.
National legislation
Aircraft Security Rules 2011
Rule 03 Duties of DG,BCAS
Responsibilities of DG,BCAS
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 (ASC) 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
Role of Aviation Security Group (ASG)
National legislations
Aviation (Security) Rules 2011
Rule 13 Aviation Security Group (ASG)
Rule 14 Duties of Chief Aerodrome Security Officer (CASO)
CISF has been entrusted with security of airports in India since 2000. They are
designated as Aviation Security Group (ASG).
Anti-hijacking unit
Protection unit
Intelligence and surveillance unit
Support unit
Anti-hijacking unit:
Protection Unit:
Protection of perimeter, ATC.
Carry out mobile and foot patrols.
Guarding of cargo complex.
Guarding of terminal buildings.
Functioning as Quick Reaction Team (QRT)
Cordoning of aircraft in case of in case off unlawful interference.
BDDS Unit:
The ASG’s BDDS unit is responsible for the following functions
NCASP 2018
Chapter 4.2.2 The AVSEC responsibilities of Airport Operators
AVSEC responsibilities of Airport Operators:
Security and Non-Security staff shall learn how to recognize suspicious patterns of
behavior, while understanding the importance of avoiding racial and ethnic stereotyping.
National legislations
Security of Aircraft
Screening of Registered Baggage
Surveillance in departure hall
Screening and escorting of screened cargo / unaccompanied baggage
Security of catering items.
For security and surveillance in BMA and for accompanying the screened baggage up to aircraft.
Security in Baggage break-up area.
Secondary security checks.
Security of parked / idle aircraft.
Security of Control Room (including bag tags, boarding cards, etc.)
Aircraft Search (Pre-flight anti sabotage Checks)
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.
ENGINEERING
This is to certify that anti-sabotage measures as per inspection schedule have been carried out and
no objectionable/suspected item has been found on board:
COMMERCIAL
Signature :
Name :
Designation : Time :
(a) This is to certify that all registered baggage have been identified/reconciled along with
passengers on board.
(b) The total number of passengers as per system has been tallied and all are on board.
(c) All cargo, mail, newspaper, courier bag etc. have been loaded after they have been the
security cleared.
CATERING
Signature :
Name :
Designation : Time :
This is to certify that all catering items and equipment have been checked by the caterer/ catering
staff/ security staff before being put on board and the crew have received them without any
complaints with regard to the security measures
Signature :
Name :
Designation : Time :
GROUND SUPPORT
This is to certify that all equipment attached to the aircraft were checked thoroughly and only
sealed/security cleared baggage and inspected containers loaded into the aircraft.
SECURITY
Signature :
Name :
Designation : Time :
This is to certify that all security measures have been carried out for the above flight.
Signature :
Name :
Designation : Time :
COMMANDER
Signature :
Name :
Designation : Time :
Module Objective:
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
International Legislations
Annex 17
Standard 3.1.1 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 3.1.2 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 3.1.3 Each Contracting State shall keep under constant review the
level and nature of threat to civil aviation within its territory
and airspace above it, 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 2018
Chapter 12 Adjustment of programme and Contingency Plan
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
Sabotage of Airports
Cyber Terrorism
Attack through the electronic system to misguide the air traffic communication.
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.
Religious factors
Economic conditions of a country
Natural disasters
Political factors
Social recognition
Financial support
Motivated manpower
Support of Public
Media
Training
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
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
Chemical warfare
Biological warfare
Radiological substances
Nuclear weapons
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.
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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).
Radiological weapon 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.
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
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;
Sabotage of airports
Certain critical areas of an airport are vital to the continued operation of an airport, namely:
Runway;
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.
1 First hijacking in the world The first recorded aircraft hijack took place on February 21,
1931 in Lima, (Peru).
7 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
2nd April 1986 Bombing of TWA 840. 04 passengers died while 117 survived. The bomb
contained one pound of plastic explosive. It is suspected it had been placed
under the seat cushion on a previous journey by a Lebanese woman
8
17th April 1986 Attempted sabotage of El Al Israeli Airlines flight 016 from London
Heathrow to Tel Aviv. Anne Murphy who was used by her fiancé Nazer
9
Hindawi of Abu Nidal Group. She was caught only on the basis of profiling.
Outcome Emphasis on Profiling.
29th Nov 1987 Korean Air Bombing resulted in death of 115 persons on board aircraft. A
bomb was planted inside an overhead storage bin in the airplane’s
passenger cabin by North Korean agents.
10
Outcome Transit Security checks were given high importance.
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).
11
Outcome Marking of Plastic Explosive for the purpose of detection. Golden principle
adopted. No passenger no baggage and all bomb threat calls to be taken
seriously. Procedure for carriage of mishandled baggage was introduced.
12 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.
13 Nov 1996 ET 961 Ethiopian Airlines was hijacked by asylum seekers. Crashed in
Comoros Island due to insufficient fuel.
24th Dec 1999 Hijack of Indian Airlines (IC-814) operating from Kathmandu (Nepal) to
Delhi (India). Finally taken to Kandahar (Afghanistan)
18 28th November Arkia Airlines (Israel) shot at by shoulder launched surface-to-air missiles
2002 on departure from Mombassa, Kenya.
9th August Heathrow Airport Attack: Attempt to blow up 11 aircraft with the liquid
2006 explosive ( TATP)
19
Outcome Restrictions on carriage of more than 100ml of liquid in cabin baggage
30th June 2007 Glasgow Airport Attack. A dark green Jeep Cherokee loaded
cabin baggage
with propane canisters was driven into the glass doors of the Glasgow
International Airport terminal and set ablaze.
20
A second bomb was later found in the car parking.
25th December Northwest Airlines Flight 253 was attacked by a man using a small explosive
2009 device hidden in his underwear, causing only a small fire inside the plane,
21
which is extinguished by a flight attendant; the man was subdued by
passengers and crew; there were 3 injuries.
08th June 2014 Jinnah International Airport (Karachi) was attacked by 10 militants armed
with automatic weapons, a rocket launcher, suicide vests and grenades
carried out the attack. 36 people were killed, including all 10 attackers,
and at least 18 were wounded.
Outcome Recommended Practices on landside security, security awareness training,
23 Proper implementation of security measures aimed at preventing or
minimizing the effect of ramming vehicle attacks should be incorporated,
such as: physical barriers, for example bollards, crash-rated planters, speed
breakers and chicane to be placed in curbside and other appropriate areas.
17th July 2014 A Malaysian Airline flight MH 17 flying over Ukraine and Russia border was
bought down by a Buck missile fired by the militant. Aircraft crashed near
Grabovo in the Donetsk region. Total Passenger 280, crew 15, Total 295
24 Pax.
Outcome Annex 17 included provision on attacks against MANPADs
25 22nd March Three coordinated nail bombings occurred in Belgium two at Brussels
2016 Airport in Zaventem. Two suicide bombers, carrying explosives in large
suitcases, attacked a departure hall.
12th June 2016 A man has set off a homemade explosive device at Shanghai international
airport, injuring four people as well as himself at Pudong International
Airport, Shanghai. The man then took out a knife and stabbed his own
neck.
26 28th June 2016 The Atatürk Airport terrorist attack, consisting of shootings and suicide
bombings. Gunmen armed with automatic weapons and explosive belts
staged a simultaneous attack at the international terminal.
National regulations on Aviation Security shall comply with the specifications made in the
international conventions and in ICAO's Annex 17.
For example, training programme, 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.
Legislative Measures
International Conventions
Chicago Convention1944
This convention has 19 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. Annex 17- Security, Safeguarding civil aviation against the act of unlawful intervention.
This convention grants certain rights to the Pilot in Command (PIC), in order to ensure the
safety and order on board of his aircraft:
Lawful commander of the aircraft
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.
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.
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.
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.
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.
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
This protocol was created following a series of attacks on international airports that occurred
after the creation of the Montreal Convention in 1971.
By 1990, a series of explosions on board an aircraft had a taken place, resulting in the loss of uncountable
liv es 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.
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
The Beijing Convention formally, the Convention on the Suppression of Unlawful Acts Relating to
International Civil Aviation is a 2010 treaty by which state parties agree to criminalize certain terrorist
actions against civil aviation.
The Beijing Convention modernizes and consolidates the Montreal Convention, 1971 and
Supplementary Protocol, 1988.
Using civil aircraft as a weapon and using dangerous materials to attack aircraft or other targets on
the ground was treated as an offence. The illegal transport of biological, chemical, and nuclear
weapons is also criminalized under the Convention.
The Convention specifically provides for the criminal liability of directors and organizers of an offence,
as well as the liability of those who knowingly assist an offender to evade investigation, prosecution
or punishment. Any person making a threat to commit an offence may be criminally accountable
when the circumstances indicate that the threat is credible. Under certain conditions, agreement to
contribute or contribution to an offence, whether such an offence is actually committed or not, may
be punishable.
In 2010 in Beijing, the Protocol Supplementary to the Convention for the Suppression of Unlawful
Seizure of Aircraft was adopted. The Protocol makes amendments and additions to the original
convention.
The Beijing Protocol supplements the Hague Convention, 1970. The Protocol expands the scope of
The Hague Convention to cover different forms of aircraft hijackings, including through modern
technological means.
National Legislations
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
Technical Measures
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 19 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. ICAO conducts Security Audit of each
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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.
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
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Annex 17
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 organized into an independent organization on 01st April 1987 under the
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
National legislation
Aircraft (Security) Rules 2011
Rule 03 (f) Duties of DG, BCAS
Establish, develop and implement NCASTP
NCASP 2018
Para 5.3.8 AVSEC Training Programme
Chapter 09 Personnel
Para 9.4 Training
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.
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
International Legislation
Annex 17
Standard 3.3.1 Each Contracting State shall ensure that commercial air
transport operators providing service from that State have
established, implemented and maintained a written operator
security programme that meets the requirements of the
national civil aviation security programme of that State.
National legislation
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 personnel
Aerodrome entry permit (AEP) / Aerodrome 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
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
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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
NCASP
6.4.5 Conditions for issue of AEPs
6.6 Aerodrome Entry Permit (AEPs)
Catering Establishment
Catering Unit
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 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.
The airport permit system is a set of rules which controls the access of people and vehicles to
restricted areas
Airport(s)/ Terminal(s)
access zones/areas
period of validity
name of permit holder
name of employer/agency/organization
permit serial number
Designation of the Holder
Signature of the issuing Authority and AEP holder
Name of Visitor’s
Sponsoring
Agency/Organization
Permit Signature of Holder
Serial No.
2. Members of Parliament can enter Airport up to check in counters & arrival hall without
an AEC, on the basis of showing their ID Card.
3. X Zone for other areas. e.g basement
ZONE DEFINITIONS
TR – TARMAC
SR - SERVICE ROAD
MA- MANOEUVERING AREA
PT— PASSENGER TERMINAL
CT- CARGO TERMINAL
VEP GUIDELINES
1. The holder of this permit shall comply with Apron Safety Regulations as
per The Gazette of India notification dated 03rd July 2003
2. The holder of this permit to whom the permit is issued for vehicle/
equipment will be responsible for adherence to all the Rules and
regulations and should carry all the original documents i.e. Registration
certificate , Fitness Certificate , Pollution Certificate and Speed governor
certificate as per the guidelines issue by RTO, DGCA ,BCAS and “Name
of the Airport Operator”
3. Original and valid Permit must be affixed to and permanently displayed on
the front of the vehicle.
4. In case of any incident /accident or loss of this permit, please contact
/inform Airside Apron control on telephone no.______________
5. Vehicle Driver shall possess a valid ADP.
6. Any other guideline as per local requirement of the airport may be
incorporated in addition to the above guidelines.
Module Objectives
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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. Identity shall be verified at
designated checkpoints before access is allowed to airside
areas and security restricted areas.
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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.
NCASP
6.4 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 For short time entry, every individual shall be issued with one daily
permit with a direction to establish his or her identity at the time
of allowing access at the entry point on the basis of identity card
and random screening shall be done at the entry gate of terminal
building. In order to strengthen the security aspects and prevent
misuse of fake/cancelled tickets for entry into the airport, the
following instructions shall be strictly implemented:
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.
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.
To control the movement of people and vehicles from landside (non-security restricted areas)
into airside (controlled and security restricted areas)
Access Control Challenges
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).
Airport Employees
Airline & Tenant Employees
Employees of other Airport Organizations( Police/customs/immigration)
National Government Representatives
Diplomatic Representatives
Emergency Services
Visitors
Passengers
-Purpose of access
-Additional important details
-Details of who made the log entry
-Dates and times
- Nature of the incident
- Responding agencies etc.
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.
LOG ENTRY:
NAME OF VISITOR:
COMMENTS : _
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 I Supervisor
order
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 N I Guard
equipment listed in SOP accounted for and
serviceable.
12 Dec 2008 18:30 Comms check to security control. OK N I Guard
Module Objectives
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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 4.2.5 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
Authorized Vehicles
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.
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:-
Some vehicles such as those carrying bonded goods, high value cargo or in-flight catering
will often be sealed.
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.
Crash Rated Electro‐hydraulic Bollard System Crash Rated Electro‐Hydraulic Tyre Killer
The procedures for dealing with irregularities, or security incidents at an access control point. In
case of discovery of suspect explosive device
NOTE: These guidelines are to be replaced with the local airport Standard Operating Procedures
Module Objective:
Understand What is Landside Security
Determine the measures on ground
Determine Scope, responsibilities, threats & vulnerabilities
Determine Enhanced Security Measures
Determine Physical Measures
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
Legal framework
International legislation
Annex 17
Standard 4.8.1 Each Contracting State shall ensure that landside
areas are identified.
Standard 4.8.2 Each Contracting State shall ensure that security
measures are established for landside areas to
mitigate the risk of and to prevent possible acts of
unlawful interference in accordance with risk
assessments carried out by the relevant authorities or
entities.
Standard 4.8.3 Each Contracting State shall ensure coordination of
landside security measures in accordance with
Standards 3.1.6, 3.2.2 and 3.2.3 between relevant
departments, agencies, other organizations of the
State, and other entities, and identify appropriate
AVSEC Order
18/2011 Strengthening of security towards cityside of airports
AVSEC Circular
02/2007 Minimum Standards for Civil Aviation Security Equipment
Crash Rated Electro-hydraulic Bollard System. Appendix-A
Crash Rated Electro-Hydraulic Tyre Killer. Appendix-B
Crash Rated Electro-Hydraulic Road Blocker. Appendix-C
09/2005 Security regulations for Off-airport Check-in facility
22/2010 Security Announcement and Security signages
Security in the landside area is difficult to monitor and control due to public accessibility and the
limitations of implementing security measures. There are many obstacles to overcome while
keeping focused on terminal design, passenger throughput and the generation of revenues from
sources like retail operations. When considering basic requirements for airport security, all
landside area operations remain as vulnerable targets and yet basic tenants of physical security
are applicable. Improved technologies and prudent use of CCTV have been considered for
airport security in coordination with airport law enforcement, airport operations and the
cooperation of tenants.
The physical security measures and the operational security measures described in this chapter
shall be implemented to protect the landside, public areas of the airport.
The development and implementation of appropriate security measures shall be based on a security
risk assessment process carried out by the relevant authorities and/ or entities, in collaboration with
national and local authorities and the airport operator, to detect, deter and mitigate the risk
in landside areas.
Landside security measures should be adapted to the airport environment by States and relevant
entities, and implemented by the relevant local entities in accordance with national requirements.
These measures should be commensurate to the threat and risk, and should be described in the
Counter Terrorist Contingency Plan (CTCP).
Random Screening of passenger and baggage at entry gates on the basis of behavior detection and
risk assessment.
Attacks on landside may be carried out on public areas of an airport where attackers may not need
to defeat the security measures normally in place prior to entering security restricted areas.
Potential modes of attack may include, but are not limited to, the following:
It is necessary to ensure that security measures are established for landside areas to mitigate the
risk of and to prevent possible acts of unlawful interference in coordination with relevant
departments and agencies; and in accordance with risk assessments carried out by the relevant
authorities or entities. The following aspects will be implemented by airport operator, ASG (CISF/
State Police), State/ UT administration and other entities concerned;
a) The identification of landside/ airside barriers;
b) CTCP, the mock drill frequencies, participation and appropriate responsibilities of all
concerned for coordination of landside security measures between relevant
departments, agencies.
c) Airport – level training programme to impart required security training for securing
landside areas.
d) Provision of physical security measures like check points/ barriers on the access road to
airport terminal and Bullet resistant equipment;
e) CCTV surveillance on the landside areas – coverage and recording system;
f) Security arrangements in the funnel area, particularly landing and take – off points;
g) Appropriate security measures for landside areas to mitigate the risk and to prevent
possible acts of unlawful interference in accordance with risk assessments carried out
by the relevant authorities.
Arrangements to mitigate the risk of vehicles being used to crash into the terminal building with
improvised explosive devices
(i) Manned vehicle inspection stations to control access in and around the airport terminal
during elevated threat levels are necessary at the airport to provide a location at a safe
distance in which to inspect vehicles that are approaching the airport terminal on the access
roadway. In some instances, vehicle inspection stations are also necessary at vehicle
parking locations if they are located within the proximity to the terminal building.
Consideration has been given to including the following features at vehicle inspection
stations:
(ii) Turnstiles roll gates, or vehicular crash barriers that will stop or impede “gate crashing”. A
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sheltered checkpoint station has been provided on each vehicle gate to permit maximum
visibility over the immediate area of the gate and to provide easy access for the guard to
carry out inspecting duties.
(iii) Sufficient space has been provided to direct a person or vehicle to one side for
further inspection without blocking access for those following. Sufficient space has also
been provided for emergency vehicles and other authorized vehicles to by-pass the vehicle
inspection stations.
(iv) Communications, including emergency and duress alarms, between any sheltered
security checkpoint station and the airport security services office, as well as a duress
alarm by which emergency assistance may be summoned shall be provided at the vehicle
entry points on the landside.
(v) Vehicle check system with License Plate Reader (LPR) have been installed on the approach
road to the terminals.
(vi)Armed personnel at alighting and boarding point shall be deployed by ASG.
As per the BCAS Circular No. 2/2007 dated 14.2.2007, Crash Rated Electro hydraulic bollards
have been installed on the approach road to the airport terminals.
Arrangements to protect and police the passenger drop-off and pick-up areas and terminal
frontages to prevent vehicles being left unattended
(i) Roads to the terminal shall allow for un-congested flow during peak hours so as to ensure
law enforcement personnel have the ability to effectively monitor and move vehicles.
(ii) Drop off and loading zones have been set as far away from the terminal as practical to
minimize the blast effects of a vehicle bomb. The use of moving sidewalks or access to
luggage carts to help Passengers Bridge the gap shall be essential.
(iii) Emergency Vehicle (Fire and Police) Parking / staging areas near the terminal,
potential inspection areas, and congested areas have been provided.
(iv) During periods of heightened security, it shall be ensured that vehicles cannot gain
access to the terminal by bypassing inspection area. It will also be ensured to evaluate the
ability of the potential to “jump curbs”, travel across open landscaping, or drive the wrong
way down a road.
(v) In order to minimize traffic to the terminal, alternative routes to non-terminal based
operations, such as access to the Air Cargo operations, Rental Car agencies, hotels, etc.
have been provided. Clear signage and sufficient dedicated driving lanes to permit drivers
unfamiliar with the airport to find their destinations quickly and easily.
(vi) During periods of heightened security, exit points with alternate routes have been
provided to enable customers to choose other options or means to access the terminal
(such as buses or pedestrian). This will help in de-congestion and inspection
requirements. The security arrangement is vested with ASG.
(vii) CISF will ensure that No vehicle shall be left unattended at any point of time in front of
the terminal building. Immediately after drop-off and pick-up the vehicle shall be removed
from the frontage zone of the terminal.
(viii) It shall be the responsibility of CISF and local police to protect the passenger drop-
off and pick-up areas and terminal frontages to prevent vehicles being left unattended
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Securing the public area from terrorist attack to provide safe and secure environment at the
airport is of paramount importance to ensure safety and security of general public, passengers,
employees and materials. The following tasks shall be carried by the concerned entities at the
airport for the purpose:-
Procedures for the protection of tickets, boarding passes, baggage tags and other documents
Identity documents shall be carried in original by a bonafide passenger for security control
with respect to departing passengers:
i. Passport;
ii. Voter Photo Identity card issued by Election Commission of India;
iii. Aadhaar or m-Aadhaar issued by Unique Identification Authority of India (UIDAI);
iv. PAN Card issued by Income Tax Department; v. Driving License issued by RTO;
v. Service Photo Identity Card issued by State/Central Government, Public Sector
Undertakings, local bodies or Public Limited Companies;
vi. Student Photo Identity Cards issued by Government Institutions/Government
recognized Educational Institutions;
vii. Nationalized Bank Passbook with attested Photograph;
viii. Pension card / Pension documents having photograph of the passenger;
ix. Disability Photo ID Card/handicapped medical certificate issued by the respective
State/UT Governments/Administrations
Note:- * serial number ii to iv- if a passenger shows a photo ID Card from a digital locker account of
the departing passenger same shall be considered as a valid document for entry into the aerodrome.
Arrangements around the check-in facilities to protect passengers on flights deemed to be of higher
risk
(i) Suspicious activities of persons and passengers shall be kept under surveillance by CCTV
and CISF surveillance staff and prompt action shall be taken to check such activities to
prevent any unlawful interference at the airport.
(ii) The Aviation Security Group's armed personnel shall be deployed in the check-in area to
keep an eye on the movement of passengers and staff in that area and react to a situation.
(iii) The airlines will conduct profiling of passengers prior to check in and any suspicion
will be reported to ASG personnel.
Security awareness public announcements ( e.g., warning passengers not to leave articles
unattended).
(i) Passengers and public awareness is very essential for effective implementation of civil
aviation security in the country. Therefore, frequent public announcement and display of
security signage shall done by the airport operator concerned as per the template circulated
vide BCAS Circular no. 22/2010 dated 1.12.2010
(ii) The passengers shall be advised not to leave the baggage unattended and also not to
touch any unidentified object. If any unidentified object is observed by the passengers,
employees, workers at the airport, they shall report the same to the nearest ASG personnel.
(iii) Signage about Police Post and Control Room details shall be displayed conspicuously
on the city side of the terminals of the airport and same is established by the Airport Operator.
Possible mitigating measures - Landside security measures should be proportionate to the risk
while remaining operationally sustainable in the long run in order to ensure a reasonable balance
between aviation security, safety and operational requirements, and passenger facilitation.
Ground procedures:
Missiles are easily transportable and can be operated from any open area, including the flat roof
of a building. Consequently, landing, and to a greater extent, take-off paths, which are frequently
over open terrain, are the areas from which attacks are likely to be launched. Contingency plans
should therefore include:
a) A requirement for detailed surveys of probable launch sites to be conducted from time to
time and for similar inspections to be carried out immediately prior to landing or take-off;
b) Surveillance of probable launch sites by irregularly scheduled security patrols;
c) Recruitment of local residents who can assist by immediately reporting any unusual or
suspicious activity;
d) Prior identification of high-risk flights for which special procedures will be required on
take-off and landing; and
e) Clearance of areas from which attacks may be launched so as to eliminate places of
concealment for launch sites.
Module 07
Recognition of Explosive Devices and Offensive Weapons
Module Objective:
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
Legal framework
International legislation
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
b) restricted articles that are not considered dangerous goods, but whose carriage is
nonetheless prohibited in the cabin and, for security reasons, are not transferable to hold
baggage.
Restricted Articles
Some 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 of 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.
Any article not normally classified as Prohibited articles shall 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 based upon the
threat assessment done by the Intelligence bureau.
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, may be transported as hold baggage
provided that they do not endanger the safety of the aircraft and are properly packed,
sealed and authorized for carriage by Aircraft Operator. Such items 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.
1 Weapons
2 Dangerous Articles
3 Dangerous substances
4 Explosive
EXAMPLES OF WEAPONS
Handguns, flare guns, blow guns and darts, electric dart guns, rifles, shotguns pellet
guns, spear guns and dart, knives with blades over 10 cms, mace, tear gas shell,
martial arts weapons, pepper spray, blades or spiked finger rings and wrist bands,
sword canes and umbrella swords etc.
Any article that can be used to threaten the safety of the aircraft Starter pistols, toy
guns, replica of weapons, sharp pointed scissors and letter openers, chisels, ice
picks, large Screwdrivers and knitting needles, pocket knives with blades over 4cm but
less than 10cms, chilly powder etc.
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
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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.
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
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High explosives
It burns It explodes
Identification of explosive
S. No Explosive Color Physical Form
Cartridge/plastic mass
6 PEK Yellow
Pyrotechnic
Civil Explosives
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.
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.
Electric detonators have wires emerging at one end. They are fired by passing an electric current
through the wires. In terrorist and criminal use, a battery together with an improvised electrical
delay circuit (timer and power unit) is commonly used to initiate the detonator.
Power Source 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.
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
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 30 to 60 feet above ground level and thrown 100 mts. 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.
DIFFERENCE BETWEEN IED AND IID:
IED IID
On the person
In cabin baggage
In hold baggage
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In Cargo or Mail
In vehicles
Methods of Concealment
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
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 harbor
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.
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 swipe the contaminated surface and inserted into the desk
top analyzer for analysis.
E T D works on the principle of ION Mobility Spectrometry.
Disadvantages:
As a machine it may malfunction.
It may give false alarm.
Expensive
Only certified staff can operate.
Airtight materials will defeat sampling technique, vapour will not be available.
Warm-up time 20-30 minutes
Module Objective
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
International Legislations
National Legislation
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 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.
Decentralized
Screening Points at Boarding Gates
TERMINAL
1 2 3
Concourse Pier 4
7 6 5 Screening
Points
Boarding Gates
adjacent apron area. Passengers screening takes place when the passenger boarding
process begins.
Semi-centralized
Screening Points at Holding Areas
Screening
Points
1 2 3 Mobile
Lounge
Concourse Pier
4
7 6 5
Boarding Gates
Holding area
Centralized
Screening Point at Concourse
TERMINAL
1 2 3
Pier 4
7 6 5
Screening
Point Boarding Gates
Initiation of a Search
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.
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. Use 02 searcher per room or an area of 250 Sq.ft. 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
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.
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.
Module Objective:
Know the principle of Defense in Depth
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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 unauthorized 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
Every aerodrome operator shall construct a perimeter wall around the aerodrome.
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.
• 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.
Defense in Depth
Defense 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
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SECURITY GUARDING
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
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.
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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
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 be followed by all security unit personnel whilst operating within
the SRA and Controlled areas of [state name of airport],
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
• 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
• Any unserviceable equipment or tasks not completed are to be briefed to the relief shift on take
over.
Action on attempt of unauthorized 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
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.
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 be 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)
Module Objectives
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.”
National Legislation
NCASP
Chapter 7.1 Screening of Passengers and carry-on baggage
Sterile area is the area 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.
Levels of Search
There are various levels of search. The table below details the various types and the
degree of intrusiveness.
Level 2 Yes Yes Used after a level 1 search if suspicions till exist that the
person may still be in possession of a prohibited item,
(outer or there is any other reason to search the person to a
layers greater depth than a level 1 search allows. May also be
only) 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.
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 08 for details) Sterile Holding Area concepts
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
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DFMD
-
HHMD
-
Body Scanners
-
ETD
-
Equipment designed to screen baggage
- X-ray BIS
Equipment designed to detect explosives
- Explosive Trace Detectors
- Explosive Vapour Detectors
Frisking booths
Search table
Room for discreet / consent search
Disposal bins
Discreet alarm system
Communication devices – RT / Telephones
Security check stamp
Hand gloves
Door Frame Metal Detector (DFMD)/ Walk Through Metal Detector (WTMD):
Advantages
Helps to identify metallic item including ferrous and non-
ferrous metal
Gives a rough idea of the location of the metallic item
High through-put rate
Easy to operate
Safe for all passengers including pregnant women,
passengers with cardiac pace makers.
Disadvantages:
Advantages
Helps to identify metallic item including ferrous and non-
ferrous metal
Detects even 0.5 grams of metal
Gives exact location of the metallic item
Convenient to passenger since it is touch free concept
Safe for all passengers including pregnant women,
passengers with cardiac pace makers.
Disadvantages:
VIPs
Potentially Disruptive Passengers-
Persons in custody
Dangerous Prisoners and Persons Suffering from Mental Illness
Deportees
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.
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
• Remain calm
• Call supervisor covertly
• Supervisor to call for police assistance
Discovery of Weapon (Reference Document Avsec Circular 8/2017)
• Close the bag
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Security Procedures for Screening of Passengers with Special Needs and Medical
Condition (Reference document AVSEC CIRCULAR 04/2014)
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;
Passengers with religious reasons that effect how they are searched by hand
1) During screening of prosthetics ASG may use X-ray, ETD and visual check depending
on the circumstances.
2) The passenger should inform the ASG of the existence of a prosthetic, his or her
ability and of any need for assistance before screening begins. Passengers can use
Notification Card to communicate discreetly with security officers. However, showing
this card or other medical documentation will not exempt a passenger from additional
screening when necessary.
3) Dignity and privacy of the passengers should be borne in mind during the entire
process of security screening. Where the officer needs to see the prosthetic, care
should be taken against exposing any sensitive areas. ASG will also use technology to
test the prosthetic for traces of explosive material. If explosive material is detected, the
passenger will have to undergo additional screening.
4) Passenger with prosthetics or braces/support appliances must be accompanied by an
airline representative, preferable of the same gender as the passenger.
5) The airline staff and any other accompanying person shall be frisked and checked
before allowing them access to the passenger with prosthetics at the screening point.
6) The passenger will first pass through the DFMD and necessary security checks.
7) The passenger should then be taken to a private screening point and made to sit
comfortably. He/she will receive additional screening including a pat-down. If necessary,
screening through ETD trace will be adopted. While dealing with prosthetic device and
during taking off and putting on of clothes, privacy of the passenger should be
maintained.
8) Screening of the prosthetic appliance will include x-ray screening, ETD detection
and visual inspection. During visual inspection, care should be taken that sensitive parts
are not exposed.
9) The screening in the private screening area will be carried out by two officials, one to
handle the HHMD and pat-down and the other to inspect the prosthetics, braces and
support appliance and subject them to additional screening.
1) Passengers who cannot remove their shoes due to a medical condition should inform
the supervisor, SHA before screening.
2) Passenger can be screened using DFMD and/or a whole body pat-down.
3) The shoes may be subjected to additional screening like ETD, etc.
4) Passengers can be screened without disconnecting external medical devices and
submitting them for x-ray. Such devices include Insulin pumps, Hearing aids, Cochlear
implants, Spinal stimulators, Bone growth stimulators and Ostomies.
5) Under most circumstances, a passenger can conduct a self-pat-down of these devices
followed by ETD screening of his/her hands.
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6) The devices should also be physically checked against any outside interference in
the manufacturing.
7) Casts, braces and support appliances will be thoroughly inspected without exposing
sensitive areas as far as possible. ETD screening will also be used to test for traces of
explosive materials, where possible.
8) In case of bandages and/or dressing, while caution will be observed during pat-down,
it needs to be ensured that the covered area is free of threat item. Metal detector,
observation and self- pat-down followed by ETD checks may suffice in most cases.
9) Passengers with metal implants will be subjected to a thorough pat-down, and the
metal alarm should be resolved satisfactorily. The full body pat-down should include the
following:
a) It should concentrate on upper legs and torso;
b) Special attention should be given to the chest and abdomen areas of the body;
c) Particular focus should be on any skin surface abnormalities or wires or tubes
exiting the body that may be signs of an implanted device.
Ambulance Passengers
1) All medications and associated supplies (i.e. syringes, sharps disposal container, pens,
infusers … etc) are allowed through the checkpoint only after they have been screened.
2) Medication and related supplies are normally x-rayed.
3) Passengers have the option of requesting a visual inspection of medications and
associated supplies with due reason.
4) Any medication that cannot be cleared visually must be submitted for x-ray screening.
5) BCAS has issued detailed guidelines regarding carriage of liquids, aerosols and gel
(LAGs) on board vide AVSEC Circular No. 18/2006. Medically necessary LAGs are
permitted in excess of 100 ml on need basis after they have been screened. These
items are subject to additional screening through visual inspection and ETD swipe, if
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necessary.
If a passenger has medically necessary LAGs, he or she needs to :
1) Limit the amount to what is reasonably necessary for the itinerary;
2) Separate these items from the other LAGs;
3) Declare the items; and,
4) Present these items for additional inspection on reaching the security check point.
For liquids, absorbent material in sufficient quantity to absorb the entire contents must be placed
between the primary receptacle(s) and the secondary packaging so that, during transportation, any
release or leak of liquid substance will not reach the outer packaging and will not compromise the
integrity of the cushioning material.
When multiple fragile primary receptacles are placed in a single secondary packaging, they must be
either individually wrapped or separated to prevent contact between them.
If refrigerated or frozen specimens are to be transported, the following conditions must be met:
When dry ice or liquid nitrogen is used to keep specimens cold, all applicable requirements of these
instructions must be met. When used, ice or dry ice must be placed outside the secondary packaging
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or in the outer packaging. Interior supports must be provided to secure the secondary packaging in
the original position after the ice or dry ice has dissipated. If ice is used, the outside packaging must
be leak proof. If carbon dioxide, solid (dry ice) is used, the packaging must be designed and
constructed to permit the release of carbon dioxide gas to prevent build-up of pressure that could
rupture the packaging;
The primary receptacle and the secondary packaging must maintain their integrity at the
temperature of the refrigerant used as well as the temperatures and the pressures which could result
if refrigeration were lost.
Hospitals/Medical Institutes shall ensure that the shipping container will maintain required
temperature for a minimum of 24 hours to avoid any deterioration effect of human organs/tissues
during transportation.
Passenger's Responsibilities: The passenger who intends to carry such organ/tissue shall carry the
following documents in original:
a. Valid Identity Proof of the passenger;
b. Valid travel documents;
c. A certificate in triplicate with signature, full name, designation and office seal of the
Competent Authority of Hospital/ Medical Institution /Eye Bank in its letter head specifically
mentioned that " The organs/tissues which are supposed to be transported by air is/are free
from pathogens. Packaging was done and sealed under supervision of a responsible officer of
the hospital/medical institution/eye bank and it does not contain anything other than human
specimens. Carriage of such organ by air will not endanger the aircraft and the passengers on
board"
(i) Applicable permission of Customs authority for such carnage (in case of carrying to a foreign
country);
(ii) Applicable permission of Indian Mission for such carriage (in case of carrying from a foreign
country);
The passenger carrying such human organ/tissue shall inform the concerned Airlines at the earliest
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so that proper and urgent facilitation may be provided on the day of air travel. Airlines shall endorse
the status in passenger's ticket.
Upon reaching airport the passenger has to inform the airline regarding carriage of exempt human
specimens.
Airlines Responsibilities:
1. Airline shall make a provision that carriage of human organs/tissues/corneas will be
incorporated in the passenger's ticket while booking is made online or otherwise;
2. Airline security staff will check and verify all required documents as stated above and being
satisfied will act as under without waste of time:
3. If the package is an accompanied cabin baggage Airline security staff will escort the passenger
till his/her boarding at the aircraft.
4. Security Hold Area (SHA) In-charge of ASG shall be intimated by the airline security regarding
such carriage of live human organ / brain tissues etc. to avoid any delay in security checks.
5. Pilot In-Command and cabin crew will also be intimated so that proper arrangement may be
made for carrying of such organs in the passenger cabin of the aircraft.
6. Flight Captain/Commander may request Air Traffic Control to accord priority landing and
taking off for the aircraft carrying human organs/tissues for transplant so as to avoid its
deterioration.
7. Airline security shall keep a copy of the certificate issued by the authorized hospitals/medical
institute/eye bank for future record.
8. The container should be kept in the correct position / orientation as indicated.
9. If there is any doubt about the content of the package/box airlines security staff will inform
his/her supervisor for taking further necessary action.
ASG Responsibility:
1. The package/container marked as "Human Organ/Tissue for Transplant" should not be
security screened.
2. ASG security personnel shall security clear such package by means of physical inspection as
mentioned in Para above.
3. ASG security personnel in the SHA shall keep a copy of the certificate issued by the authorized
hospitals/medical institutes for future record.
4. If there is any doubt about the contents, Screener will inform it to SHA In-charge for taking
further necessary action.
Miscellaneous:
a. Airport operator will display a signage in a suitable location of the airport depicting the
procedures for passengers' awareness.
b. Airport Manager on receipt of such information regarding carriage of human organs for the
purpose he/she will extend all possible facilities to the bonafide passenger and shall intimate
the airlines concerned.
c. ASG (CISF/State Police) and Airlines will train their security personnel accordingly.
Module Objectives
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
International Legislation
Annex
17
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.
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
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’.
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.
List of "DON'Ts"
• DO NOT place objects such as coffee, plants, bottles on top of the X-Ray
machine.
NOTE: These guidelines are to be replaced by the local SOP.
• Test the forward, stop and reverse movement of the conveyor belt.
• Test the X-Ray monitor image definition by using the manufacturer's test
piece for 30- gauge wire.
Level 1
Level screening is to be undertaken by a CT-EDS machine with automatic explosives detection
facilities. All baggage images will be referred to Level 2 with suspicious area highlighted, if any,
where a certified screener will accept or reject the baggage.
Level 2
Level 2 screening is remote workstation(s) whereby operator(s) can analyze the image
generated by the Level 1 CT-EDS machine. The workstation is equipped with enhanced
imaging / manipulation systems to assist operator to diagnoses the screened image. 100% of
level-l screened baggage images should be referred to level 2.
Level 3
There are several technologies available for level 3 screening, and the selection usually depends
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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.
National Legislation
Aviation (Security) Rules 2011
Rule 27 Security Search of an Aircraft
NCASP
Para 6.6 Protection of Aircraft
PROTECTION OF 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
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.
Aircraft Security checks should be conducted when Aircraft is in service or during pre-flight
operations. For routine origination flight, checks should be performed immediately after
passengers disembark or immediately prior to loading operations.
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 used 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.
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.
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:
Cabin Crew and/or trained Security staff are usually responsible for searching the interior
of the aircraft including:
Passenger cabins;
Seats;
Baggage storage lockers
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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 by Searcher:
Do not touch
Notify supervisor
Evacuate Aircraft
Remember description of object/item
Mark area where object item is located
Action by supervisor:
Appendix 39
AIRCRAFT SECURITY SEARCH CHECKLIST
1. Regular search of aircraft for suspect explosive devices and weapons may be conducted
prior to commencing each flight, based on a risk assessment conducted by the appropriate
authority. A similar search is required when an aircraft is suspected of being the target of an act
of unlawful interference. The difference between the two types is only in the degree and
thoroughness of the search undertaken, and these will be dictated by the total circumstances
applicable to each situation.
2. The large number of aircraft in service throughout the world makes it impossible to provide
guidance for recommended aircraft inspection procedures that will be adequate in all cases.
Aircraft operators should develop an aircraft search procedure checklist for each type of aircraft
in service and include this checklist as part of flight crew security kits. Use of such a checklist by
ground crews is particularly helpful at locations where the only persons familiar with the particular
type or configuration of aircraft are flight crew compartment and cabin crew members.
3. An isolated aircraft parking position may be the best location at an airport in which to
search an aircraft subjected to a specific threat, but contingency plans should recognize that it
may not always be possible to access this location.
4. Aircraft searches should be carried out in good lighting conditions. This may require the
use of auxiliary power units or the attachment of ground power lines to an aircraft.
5. To avoid duplication of effort, a search of an aircraft should be conducted systematically
by staff familiar with the particular aircraft, provided with a checklist and assigned to specific
areas of the aircraft. Attention should be given to those areas to which passengers have had
access, such as main cabins, galley areas and toilets, but a search should also include the flight
crew compartment exterior and cargo holds.
6. Control of access to the aircraft should be imposed before starting a search, which should
be carried out with the minimum number of persons on board. Control of access is necessary in
order to ensure that devices are not introduced into an aircraft once it has been cleared, and
should be maintained until aircraft doors are closed prior to push back.
7. Searchers should be briefed not to touch suspicious objects but to notify the search
coordinator, mark the location with a prominent object not touching the device, and withdraw
from the immediate area to await further instructions. If a suspect device is discovered, the
possibility of secondary devices should not be discounted.
8. Hand-held communications are useful for coordination of a search and are often the only
way of ensuring appropriate and rapid lifesaving procedures for search and evacuation.
However, if 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 m of a suspect
device.
9. All entrance doors, hatches, inlet and exhaust ducts, service and access doors, etc.,
should be opened to allow the necessary access to all areas to be inspected. However, a check
should be made to ensure that all doors and covers that were opened for inspection purposes
are closed on conclusion of the search.
10. It is difficult to give guidance to search teams about the appearance of suspect explosive
devices as they can be disguised in many ways. Search teams should be briefed to look for
unidentified objects or anything that:
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Module Objectives
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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
NCASP 2018
Chapter 7.1.8 Screening of Hand Baggage
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/ unpredictability element into
the selection process, an additional manual hand search of passengers, cabin baggage and
registered 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 in case of registered
and hand baggage; and one out of 15 in case of cargo. 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
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
straightedge 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;
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 the case 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 the screener 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 be ensured that hand baggage of female passengers are checked by a female
screener only;
The Passenger must be present and the Bag Must Be Kept In View of the Passenger.
Why?
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:-
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.
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3 2
3
1
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.
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?
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?
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.
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.
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.
Calculators
Radios
Clocks
Personal music equipment.
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.
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 contents.
On completion of your search, close and fasten the bag, then return it to the passenger.
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 to 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 in case he is not in possession
of valid documents. However, in case he is in possession of necessary documents, no need to detain
the passenger. Check the documents, verify the arm is in unloaded condition, properly packed. The
bag shall be checked-in and same procedure will be followed as in the case of declared weapon. A
report shall be sent to DGCA and Local Police will be informed.
Module Objectives
Know the procedure for Carriage of Arms and ammunition in hand baggage
Procedure for carriage of licensed arms/ ammunition in hold baggage
Procedure for dealing with detection of undeclared weapon
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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
NCASP 2018
Chapter 7.1.8 Screening of Hand Baggage
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
(WAC) issued by BCAS and ID card issued by NSG. They travel as per scheduled given by
BCAS and issued with all airport AEP. They need to undergo Breath Analysis test conducted by
respective airline medical department at the originating station.
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.
Station Managers/ Airport Managers of all airlines are permitted to allow the carriage of one
licensed fire arm and/ or fifty cartridges belonging to a bonafide passenger, provided that:
o
The passenger carrying firearms and/ or ammunition is in possession of valid license in
accordance with The Arms Act, 1959. In the case of a foreign national checking of
documents like permission from Government of India and the Government of the
concerned country for carriage of firearms and/ or ammunition by air.
o A passenger can carry his authorized or licensed fire-arm and/ or ammunition in his
accompanied hold baggage, after declaring it to the check-in staff of the airline operator
if screening of hold baggage is done after the check-in process, or to the screener at the
security check point if the screening is done prior to check in process.
o If the passenger does not have a hold baggage, the firearm is stored inside a locked
container that is placed in a tamper – proof stowage receptacle in the baggage
compartment, and is inaccessible to unauthorized persons on the ground or during flight.
o On declaration by the passenger, the check-in staff or security screener, as the case may
be, will refer the passenger to security supervisor of the airline operator.
o The security supervisor will ask the passenger to fill and sign a prescribed form for carriage
of arms/ammunition. The supervisor will verify all the relevant documents to ensure
that the weapon is licensed or authorized in the name of the passenger concerned.
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o The Station Manager/ Airport Manager shall verify all the relevant documents to ensure
that the arms and/ or ammunition are licensed in the name of the passenger
concerned.
o The arms and/ or ammunition shall be carried only in the registered baggage of the
passenger
o The registered baggage containing arms and/ or ammunition shall be carried only in
aircraft having separate cargo holds so as not to be accessible to passenger.
o The arms and/ or ammunition are so packed, protected and secured so as to avoid
the possibility of their being a source of danger.
o Ammunition is transported separately from the firearm in a suitable container, is placed
in the aircraft baggage compartment, and is inaccessible to unauthorized persons on the
ground or during flight.
o Ammunition for personal firearms is carried as hold baggage, in accordance with ICAO
DOC 9284 and the Aircraft (Carriage of Dangerous Goods) Rules, 2003.
o The firearm should be unloaded and, if necessary, dismantled based on threat
perception.
o Fire-arm will be checked by a trained staff of the airline operator or Aviation Security
Group to ensure that it is not loaded.
o The fire-arm will be carried in a hard sided container which must be locked.
o Transported ammunition must be securely packed in fiber (such as cardboard), wood or
metal boxes or other packaging specially designed to carry small amounts of ammunition.
o Fire - arm magazines/ clips do not satisfy the packaging requirement unless they provide a
complete and secure enclosure of the ammunition.
o The ammunition may also be located in the same hard sided case as the fire- arm, as
long as it is properly packed as described above.
o The nature of the goods is clearly and conspicuously marked on the package containing
them.
o Black powder and percussion caps used with black powder type fire-arms are not
permitted in cabin baggage as well as in hold baggage.
o The baggage containing fire-arm and/or ammunition will not be conveyed to baggage
make-up area through the conveyor belt. After the baggage has been subjected to
prescribed security controls and cleared, the security staff of the concerned airline
operator will escort it till it is loaded onto the aircraft hold.
o The registered baggage containing fire – arm and/ or ammunition shall be handed over to
the passenger at the destination only in the arrival hall and not on the tarmac.
In order to streamline the procedure for carriage of weapons and ammunition by Personal
Security Officers (PSOs) of VVIPs /VIPs and/ or persons / passengers, and to prevent unauthorized
carriage of weapons, explosives or any other dangerous devices within India which may be
used to commit an act of unlawful interference on an aircraft engaged in civil aviation operations,
operating to and from civil airports in India, the following instructions are issued for compliance
by all concerned:-
VVIPs like President, Vice President, Prime Minister and SPG protectees:
The Personal Security Officers shall carry their weapons and ammunition on their person
or in their hand baggage in fully unloaded condition
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SPG Personnel are hereby permitted to carry One Pistol with 60 cartridges; and one Sub
Machine Gun/ Assault Rifle with 150 cartridges.
In order to provide adequate security coverage to aircrafts registered in India and engaged
in civil aviation operations to and from all civil airports in India, permission has been granted
by the Central Government to IFSO while on duty in such aircraft, for carriage of weapons
and ammunition on board such an aircraft.
board an aircraft.
o Station Manager / Airport Manager of the concerned airlines shall ensure that the pilot- in-
command is notified as to the number of armed persons and their seat allocation on board
the aircraft.
Whenever allowed by the government of India to accompany such a VIP/ dignitary during his/
her journey by air or any person on bonafide duty with weapon and ammunition while
travelling by air shall carry the authorized weapons and ammunition in his/ her registered
baggage only in the manner specified below:
o The Personal Security Officers or the persons on duty mentioned in para above shall carry with
them their valid Identity Cards and Duty Slips / Movement Orders authorizing them to carry
specific weapons and ammunition while on bonafide duty travelling by air and shall produce
the same to the Airport / Airlines Security Officers/ Manager.
o Chief Aerodrome Security Officer of Aviation Security Group (ASG)/ In-charge Airport Security
Unit shall check the Identity Card and Duty Slip/ Movement Order of the PSOs of VVIP/ SPG
protectees and shall ensure their genuineness.
o Concerned Airlines Security Manager / Officer shall check the Identity Card and Duty Slip/
Movement Order of the PSOs and persons mentioned above and shall ensure their
genuineness.
In the case of regular passengers the Station Manager/ Airport Managers of all airlines are
authorized to allow carriage of only one licensed revolver or pistol or shotgun and fifty
cartridges belonging to a bonafide passenger. In case, a passenger is having more than one
weapon and /or 50 cartridges, the passenger must have written approval from DGCA.
The following conditions shall be strictly followed for carriage of weapons and ammunition
in the Registered Baggage by a bonafide passenger, PSOs or VIPs or any dignitary or high risk
category or any person who has been allowed to carry his weapon and ammunition on
duty while travelling by air. Henceforth such categories of persons have been referred to
as passengers:-
o Such a passenger shall declare the carriage of his/ her authorized/ licensed weapon and
ammunition to the concerned air carrier in writing on the prescribed form to be provided by
the airlines operator before security check of his / her Registered Baggage. Original copy of
such declaration shall be retained at the Boarding Station, second copy shall be kept in the
flight’s file and third copy shall be given to the passenger.
o Prior to acceptance of weapon and ammunition from a bonafide passenger having valid
license or authorization issued by the competent authority as mentioned above, the concerned
airlines operator shall ensure that the carriage of weapons and ammunition in Registered
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Baggage of such a passenger is allowed only when an authorized and duly qualified person
of the airlines has determined that the weapon is not loaded.
o The Station Manager / Airport Manager of the concerned airlines shall verify all the relevant
documents to ensure that the weapon(s) and ammunition is / are licensed / authorized in
the name of the passenger concerned and shall ensure that only authorized number(s)
of weapon and ammunition are allowed in the Registered Baggage.
o The weapons and ammunition shall be stowed in an area that is inaccessible to any person
including air crew while the aircraft is in flight and shall not be carried in the cockpit or
retained by a member of the crew. Therefore, the weapons and ammunition shall be carried
only in the Registered Baggage of the passenger and such baggage shall be stored in a
securely locked, tamper-proof container which shall be located in the baggage compartment
of aircraft or in aircraft having separate cargo holds so as not accessible to passengers.
o In case an aircraft does not have separate cargo / baggage hold for safe and secure storage
of a securely locked, tamper-proof container for keeping passengers Registered Baggage
containing their authorized weapons and ammunitions, concerned airlines shall be responsible
to inform their passengers not to carry arms and ammunition with them as the same shall
not be allowed to be carried in the Registered Baggage in such an aircraft. However, if
weapons/ ammunition are required to be carried in such an aircraft which does not have
cargo / baggage hold, necessary arrangements for a securely locked , tamper-proof container
for keeping Registered Baggage containing authorized weapons / ammunition shall be made
by the aircraft owner /airlines operator. The Registered Baggage shall be handed over to the
concerned person/ passenger at destination in the arrival hall only.
o The above procedures are also applicable to Private Aircraft owners (Corporate Aviation/
General Aviation) and their body guards carrying weapons also.
o At foreign airports, where I n d i a n r e g i s t e r e d a i r c r a f t a r e operating, the discretion to
permit the carriage of personal weapon and ammunition in the Registered Baggage will vest
with the Airport Manager of the concerned airlines in consultation with the Airlines Security
Officer if available. Same will be the case vice-a-versa for foreign aircraft operating from
India. In all such cases, the passenger shall carry valid documents and also subject to the
provision that such carriage do not violate the local /national and International laws, rules
and regulations.
o The above instructions shall be subject to any further restrictions applicable in countries of
transit and destination.
The Units of Armed forces/ para-military forces
While traveling on duty by a civil commercial flight in domestic sectors within India may be
allowed by the concerned aircraft operator to carry their service fire-arms and ammunition
in hold baggage subject to the following conditions:-
o The Unit Commander or his authorized representative must submit to the Chief Aerodrome
Security Officer and to the station In-charge of concerned airlines security the Unit’s official
travel orders and an inventory of weapons and ammunition being transported.
o The Unit commander must declare in writing the weapons & ammunition to the airline
operator.
o Weapon must be unloaded and collectively secured in a crate and banded or individually
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As per the existing instructions, one licensed firearm and/ or 50 cartridges are allowed to be
carried by a passenger in his/ her hold baggage. If a sportsperson is traveling by air in domestic
sectors to participate in some shooting event within India for which he/ she is required to carry
more than one licensed firearms and/ or more than 50 cartridges, such sportsperson may
be allowed by the concerned aircraft operator to carry the required number of licensed
firearms and/ or ammunition in his hold baggage subject to the following conditions: -
The sportsperson must declare orally or in writing about carriage of the firearms and/ or
ammunition and will produce the following documents at the security check point of hold
baggage for inspection by the screener of concerned aircraft operator:
o Valid license/ authorization of fire arms and ammunition;
o Evidence of identity which can be established by a photo identity card issued by a
government agency or the sponsoring sports club.
o Bonafide for carriage of arms and ammunitions on the basis of a written document
issued by the president or secretary of the sports club sponsoring him/ her for the
shooting event.
The fire-arm must be unloaded.
The fire-arm must be carried in a hard-sided container.
The container must be locked.
Transported ammunition must be securely packed in fibre (such as cardboard), wood or
metal boxes or other packaging specially designed to carry small amounts of ammunition.
Fire -arm magazines/clips do not satisfy the packaging requirement unless they provide a
complete and secure enclosure of the ammunition.
The ammunition may also be located in the same hard sided case as the fire- arm, as long
as it is properly packed as described above.
Black powder and percussion caps used with black powder type fire arms are not
permitted neither in cabin nor hold baggage.
Authorization for carriage of firearms and ammunition by the sports persons in an aircraft
shall be obtained from DGCA in accordance with provisions of the Aircraft (Carriage of
Dangerous Goods) Rules 2003.
Procedure for dealing with cases wherein arms and/ or ammunition are detected during screening
of a passenger or his baggage.
The following procedure shall be followed for dealing with cases wherein arms and/ or
ammunition are detected during screening of a passenger or his baggage.
There may be following possibilities regarding carriage of arms and ammunition together or
separately:
Arms and/ or ammunition are detected in the registered baggage of a passenger at the time
of X-ray screening and the passenger has failed to declare the same to the Airlines Security staff
as required under the Aircraft (Carriage of Dangerous Goods) Rules 2003.
Arms and/ or ammunition are
Course of Action:
Authorized arms and/ or ammunition are allowed to be carried only in the hold of an aircraft.
Even if the arms and/ or ammunition are detected in the hand baggage or on person with valid
license/ authorization, the carriage of the same shall be allowed in the hold baggage only and
the following course of action shall be followed by the ASG (CISF/ State Police)/ Airline
operator/ Airport operator (wherever ILBS installed), as the case may be, to deal with the
situations as mentioned in paras above:
If the passenger is having a valid license with him, the ASG (CISF/ State Police)/ Airline
operator/ Airport operator security staff, as the case may be, shall examine the weapon
physically to see that it is unloaded and packed as per the prescribed norms, obtain declaration
from the passenger as required under the Aircraft (Carriage of Dangerous Goods) Rules 2003
and thereafter allow him to proceed for check-in etc. There is no need to detain the passenger.
However, a complaint shall be made about the incident to the Director General, DGCA for
necessary action at their end under the Aircraft (Carriage of Dangerous Goods) Rules 2003.
Local police shall also be informed.
If the passenger does not have a valid arms license with him at that time but claims to possess
the same, he cannot be allowed to proceed. The passenger shall be detained and handed over
to local police for necessary legal action in this regard.
If the passenger claims that he is a serving Police/ Defence Services/ Central Armed Forces
personnel and is entitled to carry his service arms and ammunition, the ASG (CISF/ State
Police)/ Airline operator / Airport operator security staff shall confirm his identity through a valid
photo identity card issued by the Department/ Ministry concerned and movement order/
authority slip. If his identity and bona fides are beyond doubt, the ASG (CISF/ State Police)/
Airline operator/ Airport operator security staff can obtain necessary declaration from him as
required under the Aircraft (Carriage of Dangerous Goods) Rules 2003 and thereafter allow
him to proceed for check-in etc. There is no need to detain the passenger. However, a complaint
shall be made about the incident to the Director General, DGCA for necessary action at their
end under the Aircraft (Carriage of Dangerous Goods) Rules 2003. Local police shall also be
informed and a copy of such complaint shall also be forwarded to the controlling authority
of such person.
In case the passenger neither has a valid arms license with him nor claims to possess the same,
the ASG (CISF/ State Police)/ Airline operator / Airport operator security staff shall hand him
over to the local police along with the arms and ammunition with a complaint about the
incident for taking necessary legal action under the Arms Act 1959 and Aircraft Act 1934 and
the rules framed there under.
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
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
International Legislations
Annex 17
National Legislation
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
Collective food poisoning.
Bomb Threat:
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 or malicious call to disturb safe
operation of flight .Bomb threat is also conveyed by any helpful person who informs concerned
airline or airport agencies regarding bomb threat, which he overheard or came to know, etc.
Whenever we receive a 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 b o m b t h r e a t 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:-
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) to get maximum information.
Ask open–ended questions instead of leading questions.
Alert colleagues and supervisors who can also listen to conversation.
Observe callers sex, voice, language, approx age, background noise etc.
Note actual words and Record other details
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 respective BTAC coordinator of the
affected airport for which the threat has been received for.
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 mandates all publically advertised telephone number must have:-
a) Caller Line Identification Procedure (CLIP) facility.
b) BTRF
Actions to be taken by the Aircraft Operator
On receipt of the threat call the air carrier will take immediate actions as under
a) Rush to attend the BTAC meeting after leaving instructions to next senior official to :execute
actions given as under
b) 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.
c) 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 cautioned not to touch, open or attempt to remove any unclaimed
article/device but report to the coordinator).
d) 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
e) Identify passenger’s joining the check in Queue after receipt of bomb threat call and
refer such passengers to Airport Security for inquiry/investigation.
f) 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.
g) Actively participate in the evaluation of threat by BTAC and in deciding follow up actions.
h) 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 the affected airport.
Bomb Threat Assessment Committee shall consist of the following officials with respective
status as mentioned against each:-
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)
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 SPECIFIC 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
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, Airworthiness Officer, etc. They work as a team and conduct aircraft search with
checklist.
Prevent refueling 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.
Radios should not be used to transmit within 25 meter of a suspect device.
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.
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.
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 in addition 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.
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 drill to be followed.
Thoroughly screen air mail.
Suspend airlift of unaccompanied baggage and rush tag baggage.
Frisk staff / passengers at ladder point.
Proper passenger baggage reconciliation.
Airlines Security and Airlines e n g i n e e r s 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.
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
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 specialized staff arrive and take command
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 neighboring 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
To deal with acts of interference with Civil Aviation, the following Group/ Committee have been
established:
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. Minister of Civil Aviation would also be included in the CCS for management of
aircraft hijack situations.
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 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.
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.
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.
The AC is established at every airport and shall be activated on the occurrence of the
emergency at the affected airport.
The AC of the affected airport shall meet at a place earmarked as Aerodrome Committee
Control Room (ACCR). 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.
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
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:
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 operator.
Pax to be deplaned with Hand baggage if already boarded and brought back to the
check-in counter via arrival hall under escort.
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 access control 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
Module Objective
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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
NCASP
7.6 Persons in custody and under Administrative Control
Authorized 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 Immigrations
Unruly passengers – Persons who commit on board a civil aircraft, from the moment when
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the aircraft door is closed prior to take-off to the moment when it is reopened after landing
,an act of :
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.
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:
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:
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 DG,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.
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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.
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.
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.
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: A separate refusal room for the purpose shall be earmarked by the Airport
Operator in consultation with the immigration authorities at each international airport. Whenever
there is a passenger in the guard room it will be guarded by CISF to ensure that the passenger
does not escape from custody and is deported out of India.
A passenger who is refused admission to a State by the authorities of that State, or who is refused
onward carriage by a State authority at a point of transfer (e.g. due to lack of visa, expired
passport etc).
Typical consignments requiring security escort
PRIMARY responsibility for movement of consignment will be that of the airline or agency
involved. SECURITY is responsible to assist airline/police/other agency for the safe movement of
the consignment.
Module Objective
Describe the need for security checks of catering uplift
Explain typical methods for protection of catering facilities equipment and uplift
Describe a system for sealing catering containers
Inspection of HLV before entering operational area.
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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
NCASP
4.13 Catering Establishments
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)
3. Hi-lift/ Transportation
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.
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;
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 DG, BCAS
Module Objective
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role- playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
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 2018
Chapter 7.8 Air Cargo & Mail
Order 10/2011 Security measures for Company Mail (COMAIL) and Company
Material (COMAT)
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
Consolidated 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.
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.
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 or mail.
The aircraft operator may engage Regulated Agent for carriage of cargo, courier or mail to be carried
by air, who shall function as per the procedure laid down by the Director General, BCAS in writing from
time to time. (Ref. Rule 42 of Aircraft (Security) Rules, 2011).
Known Consignor. A consignor who originates cargo or mail for its own account and whose procedures
meet common security rules and standards sufficient to allow the carriage of cargo or mail on any
aircraft
Known Cargo. 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. 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.
Consolidated cargo. A consignment of multiple packages which has been originated by more than one
person, each of whom has made an agreement for carriage by air with another person other than a
scheduled aircraft operator.
Security Control of Normal / General Cargo (As per Avsec Circular 08/2008)
- X-Ray Screening
- Physical Checking
- 24 hours cooling off in addition to ETD
Apart from the above security measures staff will also ensure following aspects:
Following security controls will be applied by the aircraft operator for carriage of dead
body/Human Crematal remains.
Station Manager/Station Security Manager of the Aircraft Operator will examine and
validate accompanying documents as below:-
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.
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.
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.
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.
Diplomatic Bags carried as hand baggage is exempted from Security Checks provided that the
Diplomatic Courier (holder of diplomatic passport) produces official document from
foreign diplomatic mission indicating his status and number of diplomatic packages
and 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.
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 unless exempted.
3. Courier/Express Consignments
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
organization;
Consignment is accompanied by a Courier Certificate from the authorized signatory
of such organization.
The courier bag has been properly marked externally to facilitate identification with the
relevant courier;
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.
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.
Security Measures
Security Declaration by the consignor
X-ray Screening
Physical Checks
EDS
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Security measures for Company mail (Comail) and Company material (Comat)
Comail:
Aircraft operator company mail, shipped within 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.
Entry/Exit to Cargo Complex and Sterile Area beyond cargo screening points at the airports
shall be guarded by ASG at all airports.
Module Objective
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role‐ playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
International Legislation
Annex 17
National Legislation
NCASP 2018
Behavioural detection techniques are used to identify persons who may pose a threat to
civil aviation. Such persons needs to undergo enhanced security screening.
Threatening
Non- threatening
Non- Threatening:- Are those passengers who does not pose any threat to the flight.
Threatening:- Are those passengers who have/ possess potential threat to the flight.
These are the passengers we need to keep a vigil on.
It is not only the passenger who possess threat to aviation industry. Even the non-
travelling public are also a concern. Hence, we also need to consider informally
interacting with non-passengers, which involves interactive dialogue (including security
interviews, casual conversation and targeted questioning) between trained staff and
non-passengers to assess the legitimacy of the non-passengers’ presence and their
activity.
Behavioural detection programme are based on the premises that people attempting to
evade security measures typically display signs of anomalous behaviour compared to the
behaviours of the legitimate travelling population. Such programme pinpoint individuals
on the sole basis of their behaviour and not on the basis of their nationality, ethnicity,
race, gender or religion.
Through its focus on the intention of individuals instead of prohibited items carried by
passengers, behavioural detection potentially allows for the detection of unknown
threats not currently addressed by other measures in aviation security like human
trafficking, smuggling etc.
Behavior detection is done to detect the following:
Behaviour detection is a continuous process. A person may display any abnormal sign in
his behavior while:
a) Entering inside the terminal building
b) While waiting at the check-in counter queue
c) While check-in
d) While screening
e) While waiting at the queue at SHA
f) At boarding gate
g) While boarding
h) Inside the aircraft, while on ground.
The flexibility inherent in the deployment of security staff for behavioural detection at
different locations makes it an ideal tool when unpredictable security measures are intended
to be implemented in various locations of an airport.
A) At entry gates:- in case a person shows any abnormal sign, the ASG staff shall resolve
anomalous behaviours through targeted conversation with persons and/or through
additional screening at the x-ray machines so installed near the entry gates for the
purpose.
B) Any other location:- staff shall resolve anomalous behaviours through targeted
conversation with persons and/or through additional screening at the nearest location.
Threat assessment
Profile of your passenger
Profile of potential terrorist
Interviewing process
Passenger appearance and behavior – Suspicious signs (as mentioned below). The staff
needs to ensure all the signs displayed by the person is resolved.
A passenger who is a possible threat may be identified by the following suspicious signs:
SIGNS OF STRESS
- Sweaty palms
- Trembling
- Whistling
Signs of DECEPTION
International Legislation
Annex 17
Recommendation 4.1.2 Each Contracting State should promote the use
of random and unpredictable security measures.
Unpredictability could contribute to the deterrent
effect of security measures.
Recommendation 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.
National Legislation
The Aircraft (Security) Rules 2011
Rule 18 Entry into aerodrome
Rule 19 Entry into security restricted area
Rule 20 Prohibition to carry weapons or explosive
Rule 26 Deployment of staff
Rule 28 Access control to aircraft
INSIDER THREAT
A decade and a half after the 11 September 2001 terrorist attacks that involved four hijacked
aircraft crashing into and destroying the World Trade Center Twin Towers and severely
damaging the Pentagon, aviation remains a staple target for terrorists. Although fatal
hijackings and attacks on aircraft occurred well before these attacks, 9/11 sparked the
international community into launching new aviation security, procedures, regulations, and
operations. There are political, economic, and social implications that act as motives of
terrorism. Some terrorists claim that acts of violence are the better alternative to other forms
of political protesting and promotion. Some join terrorist groups for financial reasons, such as
providing for their families. Other people join terrorist groups because they are otherwise
outcasts and lack a place in society
The insider is rising as one of the key threats to the aviation industry in relation to terrorism.
Motives for malicious and intentional insider activity can be political, economic, social, cultural,
and personal. Malicious insiders seeking revenge, sabotage, or espionage, and intentional
insiders seeking a self-benefiting profit are aware that their access to materials, systems,
networks, and infrastructure is valuable to terrorists. They can provide terrorists with access
to information about a company or significant building that would aid in an attack, such as the
layout of an airport. Terrorists can also recruit insiders to act on their behalf or attempt to
become the insider to carry out an attack by gaining authorized access to facilities, systems,
and data.
To define the insider threat more clearly, we first need to understand what constitutes an
‘insider’ within an aviation context. Essentially in an airport environment, an insider is an
individual who exploits their knowledge or access to their airport, airline, or organisation’s
assets, for unauthorised purposes. So, the insider could be virtually anyone, including an
employee, contractor, consultant or anyone else who has legitimate access to their
organisation’s information or assets. This problem is especially difficult to manage when you
consider the interdependencies and wealth of information that moves around an airport.
Insider threat is the risk posed by workers with inside access and knowledge to exploit
vulnerabilities in the Civil aviation systems.
The danger presented by an aviation insider is that they already understand the external
security of airports and aviation assets and will be able to exploit their knowledge of these
security measures. Many aviation insiders potentially also have access to the most critical and
sensitive parts of an airport. They are already in a position of trust and might hold an access
badge to an airport’s airside, for example. Given this enhanced level of access, they are more
likely to be able to identify vulnerabilities and target the weakest areas within their airport.
Insiders pose a great risk to security and safety of the aviation industry by challenging security
countermeasures, exploiting potential vulnerabilities and increasing their knowledge of
security procedures for nefarious purposes.
Potential Insider Threats within the Aviation Industry include a wide variety of individuals
involved with the aircraft and passengers, including, but not limited to, the following
categories:
Airline employees
Concession and restaurant employees
Cleaning and catering crews
Construction and maintenance crews
Law enforcement, military and/or security personnel
Taxi cab, shuttle bus and/or other transportation specialists
Current and/or former employees
Current and/or former contract government employees
Air Traffic Controllers
c. Unwitting : Insider is not aware of security policies, procedures and protocols which expose
the organizations/agency to external risks.
The insider threat to the aviation sector spans across all realms of the threat vector to include
cyber, criminal, and terrorism. Some of the more notable examples of aviation insider threat
across the globe include terrorism/sabotage, security compromise, and physical property
theft.
Security Compromise Use of insider access to facilitate and circumvent security controls.
The motives of an insider can be varied and can include gaining financial advantage through
low-level or organised crime activities. They can be issue-driven (e.g. environmentalist groups),
terrorism focused, or an individual may become an insider simply because they are disgruntled
or unhappy with the way they have been treated by their organisation. However, the
motivation may also be due to a combination of the above factors. Motivation is a complex
issue, as two employees may be faced with an identical situation, while only one may decide
to act against the interests of their organisation. Insider threat motivators are:-
• Radicalization- The process by which people come to support terrorism and violent
extremism and, in some cases, then join terrorist groups.”
• Financial Gain- Some insider threat activity has been motivated by greed or financial need.
• Anger/Revenge- Insider threat activity has been conducted by employees who were
disgruntled to the point of wanting to retaliate against the organization
• Problems at work- Some insider threats have been individuals who felt a lack of recognition
at work, has disagreements with co-workers or managers and were dissatisfied with the job,
or upset by a pending layoff.
• Divided loyalty- Insider threat activity has also been conducted by individuals who have
pledged allegiance to another person or company or to a country besides India.
• Adventure/Thrill Seeker- A person who wants more excitement in life and who in intrigued
by covert or sneaky activity is probably motivated by fame. He or she generally has an inflated
ego
• Blackmail/Extortion- Blackmail is when a person is easily manipulated due to fear of sensitive
information getting out such as gambling, fraud, or illicit relationships.
• Extortion is when a person is coerced through force or threat.
• Destructive Behaviour- On occasions individual threat activity was related to an individual’s
problems with substance abuse.
• Family Problems- In the past, there also have been incidents when a person who was
experiencing the stress of family or marital conflicts, or separation from loved ones became
involved in insider threat activity.
OCTOBER 2010
Two packages containing plastic/non-metallic explosives and a detonating mechanism, were
found on separate cargo planes travelling from Yemen to the United States. One week later,
al-Qaeda took responsibility for the plot.
MARCH 2011
A London based British Airways IT engineer plotted with AQAP’s leader Anwar Al-Awlaki to
blow up an aircraft.
The investigation uncovered hundreds of encoded messages between the British Airways
employee and his AQAP handlers.
Messages expressed interest in getting a bomb onboard an aircraft, crashing British Airways
computer system to cause international disruption and circumventing security measures.
DECEMBER 2013
At an airport in Wichita, KS a 58 year-old contract avionics worker was arrested for attempting
to explode a vehicle-borne improvised explosive device at the airport.
He stated he was inspired by the teachings of Al-Qaeda’s Osama bin Laden and Anwar Al-
Awlaki. The worker was arrested while circumventing security measures
DECEMBER 2014
At the Atlanta airport, two airline workers, one of them a former employee, were arrested for
trafficking over 100 firearms onboard multiple aircraft from Atlanta to New York involving
circumventing security measures
AUGUST 2015
At the airport in New York, four contact cargo handlers were arrested for stealing $250,000
om currency (yen) from international mail of Japan Airlines flights.
OCTOBER 2015
Metrojet Flight 9268, a Russian charter flight from Egypt crashed killing all 224 people onboard.
ISIS claims they circumvented airport security and published a photo online of the alleged
improvised explosive device (can of soda). Other theories state the bomb was placed in the
cargo hold near the fuel lines. An Egypt Air mechanic, two police officers, and a baggage
handler were arrested.
FEBRUARY 2016
An explosion blew a hole through the fuselage of (Somali) Daallo Airlines inflight on #3159,
from Mogadishu to Djibouti.
Somali authorities arrested 20 suspects, including two airport workers, seen on CCTV footage
passing a laptop to the suspected suicide bomber
March 2016
Three suicide bombings ripped through the Zaventem Airport and the Maelbeek Metro station
in Brussels, Belgium. The blasts left 31 dead and 270 injured.
ISIS has claimed responsibility for the attacks. A known ISIS explosives expert, recorded by an
airport surveillance camera, is alleged to have built the bombs used in the attacks and to be
one of the suicide bombers that died at the airport.
Security measures also contribute towards mitigating the risk associated with the insider
threat, and include background checks, selection procedures, security awareness training for
airport identification holders and training of staff implementing other security controls, as well
as perimeter security, access controls, surveillance, aircraft security and quality control
In all cases, screening and other security controls carried out in a random and unpredictable
manner should achieve outcomes to combat the insider threat.
SPOT measures: measures aim to identify behaviors or activities of concern, and to identify
any changing or suspicious behavior patterns that might help to detect a potential insider.
STOP measures: should aim to prevent or deter an insider from exploiting, or intending to exploit
their role for unauthorized purposes.
Due to changing circumstances in their lives, every person may potentially become vulnerable
to being an insider, and if so, their attitudes or behaviors are significantly affected.
Such circumstances range from stressful personal crises to deliberate targeting and
recruitment by malicious third parties. Circumstances leading to vulnerability might be subtle
and difficult to recognize.
However the reality would suggest that most such circumstances are caused by financial
difficulty, undue pressure from peers and family, perceptions of unfairness at work, or, other
inducement or coercion from third parties.
Governance: Within the insider threat policy the operator should consider identifying a summary
of the roles and responsibilities of relevant departments.
International legislation
Annex 17
Recommendation. 4.9.2 Each Contracting State should ensure that the measures
implemented protect, as appropriate, the confidentiality,
integrity and availability of the identified critical systems
and/or data. The measures should include, interalia, security
by design, supply chain security, network separation, and the
protection and/or limitation of any remote access
capabilities, as appropriate and in accordance with the risk
assessment carried out by its relevant national authorities.
National Legislation
NCASP
6.12 Measures relating to cyber threats
AVSEC Order
03/2011 Procedure for protection and handling of security
information
Cyber Threat can be defined as the possibility of a malicious attempt to damage or disrupt a
computer network or system.
Cyber security is the practice of protecting systems, networks and programs from digital
attacks. These attacks are usually aimed at accessing, changing or destroying sensitive
1) Rapid growth of civil aviation and significant use of data and use of new technologies.
2) Manual processes are shifting to more efficient automated processes.
3) Paperless and environment friendly approach
4) Huge number of stakeholders
5) Cyber-attack can endanger the safety of an aircraft.
6) Hackers, cyber criminals, “hacktivists” and terrorists are focused on malicious intent, theft of
information, profit and disruption.
States, governments, Airport Operator, and relevant entities should work collaboratively
towards the development of an effective and coordinated framework for civil aviation
stakeholders working at the airport to address the challenges of cyber threats, and increase
the resilience of the global aviation system to cyber threats that may jeopardize the safety
of civil aviation operation at the airport.
The confidentiality, integrity and availability of all Information and Technology systems of the
airport shall be maintained.
Identification
DG, BCAS shall define criteria for identification of critical information systems. An information
system is considered to be critical when it contains or uses sensitive or privacy data and/or
assets; or its operation is indispensable for the safe and secure operation and availability
of aviation activities. The identification of critical systems should be conducted through
classification of all data and/or assets according to a predefined data policy or classification,
and the development of a business impact analysis on the criticality for each of the individual
system.
Airport Operator, ATS, aircraft operators, communications service providers, ground handling
agents, maintenance, repair and overhaul service providers, and Security service providers
should identify additional critical data and information systems software and hardware
used in their operation, which may include, but are not limited to:
a) Systems and data identified as critical from an aviation safety perspective, such as:
i) Air traffic management systems;
ii) Departure control systems;
iii) Communication, navigation and other safety-critical systems of an aircraft;
iv) Aircraft command, control and dispatch systems;
b) Systems and data identified as critical from an aviation security perspective, such as:
i) Regulated agent and/or known consignor databases;
ii) Access control and alarm monitoring systems;
iii) Closed-circuit television surveillance systems;
iv) Passenger and baggage reconciliation systems; and
v) Screening systems and/or explosive detection systems, whether networked or
operating in a stand-alone configuration;
c) Systems and data identified as critical from an aviation facilitation perspective, such as:
i) Aircraft operator reservation and passenger check-in systems;
ii) Flight information display systems;
iii) Baggage handling and monitoring systems; and
iv) Border crossing and customs systems.
Each stakeholder working in aviation industry needs to identify critical information vital to their
operations and the consequences of its being misused.
Risk Assessment
Factors to be considered:-
Threat assessment and risk management
Extent of Airport Operation
Frequency and volume of aircraft operations
Volume of cargo and mail or catering operations
Likelihood of an act of unlawful interference
Outcome of previous monitoring activities
Finding of internal quality control measures
New and emerging needs
Impact Assessment
Impact assessment shall be carried out for the appraisal of the positive and negative effects of
the introduction of new and/or modified mitigation measures on the existing aviation security
systems and on all relevant stakeholders taking an active part in those systems keeping in view
aircraft and airport operation and the security, safety and facilitation of passengers and goods.
Detection
The Service provider shall ensure the following for detection, protection and maintaining
electronic records:
a) IT Data Center: Firewall to cover risky user activity by identifying anomalous behavior.
b) Investigate suspicious user activity
c) Reduce risk and real-time user notifications and blocking
d) Anonymize user data to protect employee and outsourced privacy and meet regulations.
e) IT Policy for external drive.
f) Networks used for critical aviation information and communication technology systems
and data are physically and/or logically separated into zones based on function, use and
security levels. Where these critical aviation information systems require connectivity to other
operational systems, these connections should be minimized to the extent practicable. If
separation is not possible, connection and access should be monitored at all times.
Appropriate policies and practices should be in place to reduce the number of connections to
the minimum required.
Protection
There should be appropriate provisions for the protection of critical information and
communication technology systems (including their hardware and software) and data,
against cyber-attacks and interference, in relevant national programmes. The programme
shall envisage measure to:
a) Protect the systems and data against unauthorized access, modification and use;
b) Prevent lack of availability and integrity due to flaws in software compilation and/or
misuse of configurations; and
c) Prevent tampering with the systems and their data.
Reporting
Any act or breach in the protection of the confidentiality, integrity and availability of critical
information and communications technology systems and data used for civil aviation
purposes from interference that may jeopardize the safety of civil aviation shall be immediately
reported to the DG, BCAS by the concerned entity.
Analysis
As and when any act of cyber threat is noticed, it should be immediately reported and analyzed.
It may have resulted maliciously or inadvertently.
a) Malicious threat has Common Goals and includes Sabotage, Intellectual property theft,
Espionage and Fraud.
b) Inadvertent threat results due to situations caused by Human error, Bad judgment, Phishing,
Malware, Unintentional aiding and abetting, Stolen credentials Convenience
During any quality control activities, including audits, inspections and tests conducted by BCAS,
the following shall be monitored:
Module Objective
Teaching Methods
Teaching Methods
Slide Presentations
Lectures by certified instructors
Group discussions
Demonstrations
Role‐ playing and practical exercises
Overnight reading Assignments
Progress Tests
Mastery Test ( Written and Practical )
International Legislation
Annex 17
National Legislation
NCASP 20118
Characteristics of Profiler
Alertness
Awareness
Experience
Endurance
Sufficient knowledge
Flexible
Good Interpersonal Skills
Good Team Member and
Quick decision maker.
- Business travelers
- Couples
- Traveling alone
- Traveling with Family
- Traveling with group
- Tourists
- Students
- Officials and VIPS
- Unaccompanied
- Pilgrimage
- Mourners
- Sick
- Prisoners
- Immigration deportees
Baggage
- Carry On Baggage
- Hold Baggage
- Other items.
Travel documents
- Passport (expired; forged; alterations; etc.)
- Visa;
- Ticket (last minute purchase; one way ticket; uneconomical routing; etc)
X-BIS
Explosive detectors
Metal detectors
Machine to check passport
Ultra violet light
Biometrics ( Iris Scan; facial recognition; voice recognition; hand geometry; finger print)
a. Deviations from the norm. Any abnormality displayed either by the passenger, his
travel documents and/or his baggage.
b. Lessons from the Past. It is a known fact that terrorist use forged, altered or stolen
passports and tickets to hide their identity. The tickets are mostly purchased in the
last minute and in cash.
c. Suspicious Signs. Any deviation from the norm along with lessons of the past is good
enough to rise a suspicion. These deviations may either be in passenger’s
appearance and behavior, documentation and/or baggage. At times in case we see
a person in possession on a weapon, it can be for a specific reason for acts of
unlawful interference with civil aviation, then it is termed as critical sign and calls for
the passenger to be handed over to the law enforcement.
d. Questioning Guidelines. Is used to confirm or resolve any suspicious sign observed
during the profiling process.
e. Positive Signs.
1. Diplomats have been through a strict security clearance process and are well
known to the Government, therefore, they are unlikely to carry out a terrorist
act.
2. Designated VIPs or guests of the airline. These are people who are well known
to the airline and the public. They may be famous artists, CEO’s, politicians,
etc. There is little risk of these people being involved in a terrorist
organization.
3. Direct employees of the Airlines who present a valid employee ID card and a
valid ticket. All the airline employees go through background checks to verify
the possibility of being involved with a terrorist organization prior to begin
hired.
4. Military personnel and their families usually live in secure military
compounds. They are more security conscious and it would be more difficult
for terrorists groups to have contact with them.
5. Frequent flyers are exposed to the airline security personnel, Immigration
and Customs officials very often. The Company has a lot of information about
these people such as addresses, phone numbers, etc.
6. A child under 12 years is unlikely to be involved with or used by a terrorist
organization to carry out an attack due to their maturity level and lack of
experience.
7. Group traveling together. It would be difficult for a terrorist to infiltrate a
group without raising suspicion as they all have a common background,
known to each other, ticket issued from the same agent etc. Terrorists would
not want to be part of a group because of the advance reservations and
information they would have to supply.
f. The Mandatory Baggage Control Questions (MBCQ).
1. Is it your baggage?
Detection depends on the effectiveness of the Profiling Process because of the fact that most
individual(s) involved or in 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.
Passenger Classification
Correct classification of passenger is the key element in security system. All passengers can be
classified as non-threatening and Threatening based on the suspicious sign in appearance and
behavior displayed by them
Non- Threatening :- Are those passengers who does not pose any threat to the flight.
Threatening :- Are those passengers who have/ possess potential threat to the flight. These are the
passengers we need to keep a vigil on.
Threatening passengers are again of two types. The first type is that who does not know that they
pose a threat to the flight. While the other type of passenger are aware of this.
- UNAWARE
- AWARE
Unaware passenger:
- Naïve :- Who is unaware that his/ her baggage is in- filtered with explosives.
- Partly Naïve :- Who does not have any link with the terrorist organization, but is not aware
that he is carrying explosives. Example, a passenger carrying an item on behalf of
someone without checking the contents. He knows that the package is not his but is
totally unaware that the package given to him is actually an IED.
- Framed terrorist :- Is one who has connection with a terrorist organization, is carrying
materials for them, but is not aware what will be the consequences of carrying the same.
He is being used by his own organization.
Aware passenger
- Terrorist/ Hijacker :- is one who will harm by creating unlawful interference and escapes
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from the target to save his/ her own life. Example bombing of Kanishka, Pan Am etc
- Suicidal Terrorist :- is one who is ready to sacrifice his own life while creating unlawful
interference. Example Suicide incident in Moscow airport.
All Passenger
Threatening Non-threatening
Unaware
Aware
Terrorist/ Hijacker
Suicidal Terrorist
Purpose of Questioning
A person can be an innocent non- threatening passenger if has a logical reason for the sign. To
eliminate this we need to question. Asking questions will identify signs that are truly suspicious. It is a
process of asking a passenger, questions to determine whether he potentially possess a threat to flight.
RESOLVE To find a logical, legitimate reason behind a suspicious sign which you can believe, therefore
the sign is no longer considered suspicious. The passenger is then classified as regular/ non-threatening
passenger.
CONFIRM Unable to find a logical, legitimate reason behind a suspicious sign, therefore the sign is
considered truly suspicious. The passenger is then classified as selectee or threatening passenger and
will be subjected to enhanced security procedure.
Verify documents
Inform ASG
Frisk thoroughly
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:
Students
Unaccompanied Minors
A passenger may get upset for a wide range of reasons from personal too impersonal.
Sometimes their anger is justified, sometimes not. Some of the reasons are as under:
Already upset at someone / something/ somewhere
D O’s
Positive Attitude
Well conversation
Smiling face
Honesty
Cooperation with the passenger
DONT’s
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 ASG and the secondary ladder point checks
carried out by the aircraft operator prior to boarding.
As per BCAS AVSEC Order 06/2015, following are the categories of personnel and their
accompanying spouse are exempted from pre‐embarkation security checks:-
1. President
2. Vice President
3. Prime Minister
4. Former president
5. Governors of States
6. Former Vice president
7. Chief Justice of India
8. Speaker of Lok sabha
9 . Union Ministers of Cabinet rank
10. Chief Ministers of States
11. Dy Chief Minister of states
12. Dy Chairman Niti Aayog
13. Leader of opposition in Lok Sabha & Rajya Sabha
14. Holders of Bharat Ratan Decoration
15. Ambassadors of foreign countries, Charge D’ Affairs and High Commissioners and
spouses
16. Judges of Supreme Court
17. Chief Election Commissioner
18. Comptroller/auditor General of India
19. Deputy Chairman Rajya Sabha & Deputy Speaker of Lok Sabha
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 High courts
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It is reiterated that except the categories specified above, all other categories of
passengers, travelling by air through the civil airports in the country, are to be subjected
to pre-embarkation security checks without making any exception in any particular case.