Trainee Reference Book

Aviation Security Induction
Page 1 of 126 SECRET

Handout
Trainee Reference Book
Aviation Security Induction Course
For Restricted Circulation

Published by
Bureau of Civil Aviation Security (BCAS)
Issue Date: 20th October 2014
AvSec Induction/BCAS/2014 Secret

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PREFACE
Civil aviation is a powerful force for progress in our modern global society. A healthy and growing
air transport system creates and supports millions of jobs worldwide. It forms part of the
economic lifeline of many countries. It is a catalyst for travel and tourism and the world's largest
industry. Beyond economics, air transport enriches the social and cultural fabric of society.
In recent years the aviation industry has seen the emergence of world-wide attacks against the
safety and security of the travelling public, airports, aircraft and other persons working within the
aviation industry on and off airport and air navigation facilities.
The counter-measures to these acts against civil aviation can be effective only as long as the
people responsible for protecting civil aviation against acts of unlawful interference receive
appropriate training to carry out their jobs efficiently and effectively.
This Trainee Reference Book has been developed by The Bureau of Civil Aviation Security (BCAS),
to enable trainees to acquire the necessary knowledge and skills to be better able to implement
Aviation Security preventive measures. This is in accordance with the appropriate National Civil
Aviation Security Program, Airport / Airline Security Programs and Aviation Security Standards and
Recommended Practices prescribed by ICAO.

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AVIATION SECURITY TRAINING PROGRAMME
International Legislations
Annex – 17
Standard3.1.7 From 1 July 2013, each Contracting State shall ensure the development
and implementation of 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
Aviation Security Order / Circular
Order 12 / 2011 The objective of the National Civil Aviation Security Programme
(NCASP) is to safeguard Civil aviation operations against acts of
unlawful interference through regulations, practices and
procedures which take account of the safety regularly and
efficiency of flights.
Order 20/2011 The objective of the National Civil Aviation Security Training
Programme (NCASTP) is to provide a frame-work for the selection
and training of staff involved in Aviation Security by stipulating the
various responsibilities for ensuring this all-important activity.
Aviation Security Training Package (ASTP)
The Basic Aviation Security Training is based on the Aviation Security Training Package
(ASTP) issued by International Civil Aviation Organisation

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AVIATION SECURITY INDUCTION
LIST OF MODULES
Module
Subject Page Number
No.
1 Introduction to the course 05 – 20
2 Overview of International Civil Aviation Security 21 – 44
3 Working At The Airport 45 – 53
4 Access Control – People 54 – 63
5 Access Control – Vehicles 64 – 72
6 Recognition of Explosive Devices And Offensive Weapons 73 – 89
7 Building and Area Search Procedure 90 – 96
8 Patrolling and Guarding 97 – 106
9 Protection of Parked Aircraft 107 – 118
10 Escorting People and Consignments 119 – 127
11 Bomb Threat Procedure 128 – 132
12 Closing Activities 133 – 141
Attachments:-
Annexure- A: Sample course schedule
Annexure-B: Participant Profile

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Module-1
Introduction to the Course
Module Objective
 To understand the course aim, structure and methodology

 To understand the Terminologies related to Aviation Security and Vital Installations
 Acts and rules related to AVSEC
 To learn about the organisations involved in Aviation security and their respective roles/
responsibilities
 Appreciate the scope for a career in the field of aviation security
 Appreciate the need for Security Awareness
Teaching Methods
 Slide Presentations
 Lectures by BCAS 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)
Course Objective:
After completion of this course, the trainees will be able to:

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

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Terminologies Related To AVSEC and Vital Installations at Airport
Terms that are defined in the International Civil Aviation Vocabulary (Doc 9713) and the
Annexes are used in accordance with the meanings and usages given therein. A wide
variety of terms are in use throughout the world to describe facilities, procedures and
concepts for airport operations and planning. As far as possible, the terms used in this
document are those which have the widest international use.
Accompanied hold baggage: Baggage which is accepted for carriage in the hold of an aircraft and which is
checked in by the passenger who is on board.
Acts of unlawful interference. These are acts or attempted acts such as to jeopardize the safety of civil
aviation, i.e., including but not limited to:
• unlawful seizure of aircraft

• destruction of an aircraft in service,
• hostage-taking on board aircraft or on aerodromes,
• forcible intrusion on board an aircraft, at an airport or on the premises of an aeronautical facility,
• introduction on board an aircraft or at an airport of a weapon or hazardous device or material
intended for criminal purposes,
• use of an aircraft in service for the purpose of causing death, serious bodily injury, or serious damage
to property or the environment,
• communication of false information such as to jeopardize the safety of an aircraft in flight or on the
ground, of passengers, crew, ground personnel or the general public, at an airport or on the premises
of a civil aviation facility.
Aircraft: Any machine that can derive support in the atmosphere from the reactions of the air other than
the reactions of the air against the earth’s surface.
Aircraft in flight: An aircraft from the moment when all its external doors are closed following embarkation
until the moment when such doors are opened for disembarkation.
Aircraft in service: A parked aircraft which is under surveillance sufficient to detect unauthorized access.
Aircraft not in service: An aircraft that either is parked for a period of more than 12 hours or is not under
surveillance sufficient to detect unauthorized access.
Aircraft security check: An inspection of the interior of an aircraft to which passengers may have had
access and an inspection of the hold for the purposes of discovering suspicious objects, weapons,
explosives or other dangerous devices, articles and substances.
Aircraft security search: A thorough inspection of the interior and exterior of the aircraft for the purpose
of discovering suspicious objects, weapons, explosives or other dangerous devices, articles or substances.
Aerodrome: Any area in a Contracting State which is open for commercial aircraft operations.

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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): Security specifications of the International Civil Aviation
Organization, applicable to all member states. The specifications are divided into Standards and
Recommended Practices (SARP’s).
Background check: A check of a person’s identity and previous experience, including, where legally
permissible, any criminal history, as part of the assessment of an individual’s suitability to implement a
security control and/or for unescorted access to a security restricted area.
Baggage: Personal property of passengers or crew carried on an aircraft by agreement with the operator.
Baggage Breakup Area: The area where all the arrival passenger’s bags are delivered to them.
Baggage sorting area: Space in which departure baggage is sorted into flight loads. (The area is also known
as Baggage Makeup Area)
Baggage storage area: Space in which checked/hold baggage is stored pending transport to aircraft and
space in which mishandled baggage may be held until forwarded, claimed or otherwise disposed of.
Behavior Detection (Profiling): Systematic observation of persons and baggage and questioning if
necessary to categorize them into two groups i.e. threatening and non-threatening so that more attention
can be paid to the threatening category.
Bomb alert: A status of alert put in place by competent authorities to activate an intervention plan
intended to counter the possible consequences arising from a communicated threat, anonymous or
otherwise, or arising from the discovery of a suspect device or other suspect item on an aircraft, at an
airport or in any civil aviation facilities.
Bomb threat: A communicated threat, anonymous or otherwise, which suggests, or infers, whether true or
false that the safety of an aircraft in flight or on the ground, or any airport or civil aviation facility or any
person may be in danger from an explosive or other item or device.
Cabin baggage: Baggage intended for carriage in the cabin of an aircraft.
Cargo: Any property carried on an aircraft other than mail, stores and accompanied or mishandled
baggage.
Catering stores: All items, other than catering supplies, associated with passenger in-flight services, for
example newspapers, magazines, headphones, audio and video tapes, pillows and blankets, and amenity
kits.

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Catering supplies: Food, beverages, other dry stores and associated equipment used on board an aircraft.
Check-in: The process of reporting to an aircraft operator for acceptance on a particular flight.
Co-mail: Abbreviation of aircraft operator company mail, shipped within the company’s network of
stations.
Co-mat: Abbreviation of aircraft operator company materials, shipped within the company’s network of
stations.
Contingency plan: A “proactive” plan to include measures and procedures addressing various threat levels,
risk assessments and the associated security measures to be implemented, designed in order to anticipate
as well as prepare all concerned parties having roles and responsibilities in the event of an actual act of
unlawful interference.
Corporate aviation: The non-commercial operation or use of aircraft by a company for the carriage of
passengers or goods as an aid to the conduct of company business, flown by a professional pilot employed
to fly the aircraft.
(Note that corporate aviation is a subset of general aviation.)
Courier service: An operation whereby shipments tendered by one or more shippers are transported as
the baggage of a courier passenger on board a scheduled aircraft operator service under normal passenger
hold baggage documentation.
Crew member: A person assigned by an operator to duty on an aircraft during a flight duty period.
Crisis management: Contingency measures implemented in response to increased threat levels as well as
implementation of measures and procedures in response to the emergencies to include acts of unlawful
interference.
Dangerous goods: Articles or substances which are capable of posing a risk to health, safety, property or
the environment and which are shown in the list of dangerous goods in the Technical Instructions or which
are classified according to those Instructions.
Deportee: A person who had legally been admitted to a State by its authorities or who had entered a State
illegally, and who at some later time is formally ordered by the competent authorities to leave that State.
Note. — The competent authorities may provide an escort for such persons.
Diplomatic pouch (bag): A shipping container having diplomatic immunity from search or seizure.
Disruptive passenger: A passenger who fails to respect the rules of conduct at an airport or on board an
aircraft or to follow the instructions of the airport staff or crew members and thereby disturbs the good
order and discipline at an airport or on board the aircraft.
Gate-no Show: Passenger who has checked in (may have registered baggage), but not reported for
boarding.

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General aviation operation: An aircraft operation other than a commercial air transport operation or an
aerial work operation.
Hijacking: Any person who on board an aircraft in flight: (i) Unlawfully, by force or threat thereof, or by any
other form of intimidation, seizes, or exercises control of that aircraft, or attempts to perform any such act,
or (ii) is an accomplice of a person who performs or attempts to perform any such act, commits the
offence of hijacking that aircraft.
Identification cards: See Permits.
Inadmissible person: A person who is or will be refused admission to a State by its authorities. Such
persons normally have to be transported back to their State of departure, or to any other State where the
persons are admissible, by the aircraft operator on which they arrived. (See appropriate Standards in
Annex 9 — Facilitation, Chapter 5.)
Interline Passenger: Passenger who is transferred between aircraft of different air carriers during the
course of his journey.
In-flight security officer: A person who is employed and trained by the government of the State of the
Operator or by the government of the State of registration to be deployed on an aircraft with the purpose
of protecting that aircraft and its occupants against acts of unlawful interference. This excludes persons
employed to provide exclusive personal protection for one or more specific people travelling on the
aircraft, such as personal bodyguards.
Interline baggage: Baggage of passengers subject to transfer from the aircraft of one operator to the
aircraft of another operator in the course of the passenger’s journey.
Isolation Bay: A designated parking bay at the airport far away from the main passenger terminal,
exclusively designed for the purpose of parking the affected aircraft in order to handle contingencies and
other threat situations.
LAGs: Liquids, aerosols and gels, in any volume, for sale at airport outlets (excluding food and beverages
for consumption in the airport premises and not intended for carriage into the aircraft passenger cabin) or
on board aircraft during the day(s) of the journey, either in the airside area or in a security-restricted area.
Landside: That area of an airport and buildings to which both travelling passengers and the non-travelling
public have unrestricted access. (See also Non-restricted area.)
Mail: Dispatches of correspondence and other items tendered by and intended for delivery to postal
services in accordance with the rules of the Universal Postal Union (UPU).
Mishandled baggage: Baggage involuntarily, or inadvertently, separated from passengers or crew.
Movement area: That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft,
consisting of the maneuvering area and the apron(s).
Non-restricted area: Areas of an airport to which the public have access or to which access is otherwise
unrestricted.

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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 loco motor), 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 responsible for the operation and safety of the aircraft during flight time.
Regulated agent: An agent, freight forwarder or any other entity who conducts business with an operator
and provides security controls that are accepted or required by the appropriate authority in respect of
cargo, courier and express parcels or mail.
Restricted articles: Articles which are, in the specific context of aviation security, defined as those articles,
devices or substances which may be used to commit an act of unlawful interference against civil aviation or
which may endanger the safety of the aircraft and its occupants, or installations and the public.
Sabotage: An act or omission, intended to cause malicious or wanton destruction of property, endangering
or resulting in unlawful interference with international civil aviation and its facilities.
Screening: The application of technical or other means which are intended to identify and/or detect
weapons, explosives or other dangerous devices, articles or substances which may be used to commit an
act of unlawful interference.
Security / Aviation Security: Safeguarding civil aviation against acts of unlawful interference. This objective
is achieved by a combination of measures and human and material resources.
Security equipment: Devices of a specialized nature for use, individually or as part of a system, in the
prevention or detection of acts of unlawful interference with civil aviation and its facilities.
Security programme: Written measures adopted to safeguard international civil aviation against acts of
unlawful interference.
Security Restricted Area: Those areas of the airside of an airport which are identified as priority risk areas
where in addition to access control, other security controls are applied. Such areas shall normally include,
inter alia, all commercial aviation passenger departure areas between the screening checkpoint and the
aircraft, the ramp, baggage make-up areas, including those where aircraft are being brought into service
and screened baggage and cargo are present, cargo sheds, mail centre’s, airside catering and aircraft
cleaning premises.
Security test: A covert or overt trial of an aviation security measure which simulates an attempt to commit
an unlawful act.

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STEBs: Security tamper-evident bags that should only be used for the sale of LAGs by airport outlets or on
board aircraft.
Sterile area: That area between any passenger inspection or screening control point and aircraft into which
access is strictly controlled. (Also known as Security restricted area.)
Terminal: The main building or group of buildings where the processing of commercial passengers and
freight and the boarding of aircraft occurs.
Transfer passengers/baggage: Passengers/baggage making direct connections between two different

flights.
Transit passengers: Passengers departing from an airport on the same flight as that on which they arrived.
Travel document: A passport or other official document of identity issued by a State or organization which
may be used by the rightful holder for international travel.
Unaccompanied baggage: Baggage that is transported as cargo and may or may not be carried on the
same aircraft with the person to whom it belongs.
Unclaimed baggage: Baggage that arrives at an airport and is not picked up or claimed by a passenger.
Unidentified baggage. Baggage at an airport, with or without a baggage tag, which is not picked up by or
identified with a passenger.
Unruly passengers: Persons who commit on board a civil aircraft, from the moment when the aircraft door
is closed prior to take-off to the moment when it is reopened after landing, an act of:
• assault, intimidation, menace or wilful recklessness which endangers good order or the safety of
property or persons;
• assault, intimidation, menace or interference with a crew member in the performance of duties or
which lessens the ability to perform duties;
• wilful recklessness or damage to an aircraft, its equipment, or attendant structures and equipment
such as to endanger good order and safety of the aircraft or its occupants;
• communication of information which is known to be false, thereby endangering the safety of an

aircraft in flight;
• Disobedience of lawful commands or instructions for safe, orderly or efficient operations.
Vulnerable point: Any facility on or connected with an airport, which, if damaged or destroyed, would
seriously impair the functioning of the airport. Example ATC, Fuel storage area etc

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ABBREVIATIONS
1. AAI - Airports Authority of India

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

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

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64. STP – Standardised Training Package
65. SPG – Special Protection Group
66. TIP – Threat Image Projection
67. UVSS - Under Vehicle Search System
68. UVSM - Under Vehicle Search Mirror
68. XBIS – X-ray Baggage Inspection System

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Aircraft Acts and Rules of 1934 & 1937
Aircraft Acts of 1934
It extends to the whole of India and applies also-

(a) To citizens of India wherever they may be;
(b) To, and to the persons on, aircraft registered in India wherever they may be;
(c) To, and to the persons on, aircraft registered outside India but for the time being in or over India; and.
(d) To an aircraft operated by a person who is not a citizen of India bus h as his principal place of business
or permanent residence in India.
Section 5 Power of Central Government to make rules for Civil Aviation
Section 5 A Power to issue directions (DGCA or any other officer empowered by Central Govt)
Section 10 Penalty for act in contravention of Rule made under Section 5 of the Aircraft Acts.
(2-3 years imprisonment or fine upto Rs. 10 Lakhs or both)
Section 11 A Penalty for failure to comply with directions issued under section 5A (2 years
imprisonment or fine upto Rs. 10 Lakhs or both)
Section 11 B Penalty for failure to comply with direction issued under Section 9A (2 years
imprisonment or fine upto Rs. 10 Lakhs or both)
Aircraft Rules of 1937
The Aircraft Rules 1937, extends to the whole of India and apply also (unless the contrary intention
appears)-
(a) To, and to persons on, aircraft registered in India wherever they may be, expect cases falling under
sub-rule (4).
(b) To, and to persons on, all aircraft for the time being in or over India.
Rule 8 Carriage of arms, ammunitions, explosives, military stores etc.

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

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Inspection of aircrafts – (Empowers some of government officials authorized by
Rule 156 Central Government to enter aircraft for inspection, but are not exempted from
frisking/searching)
Rules 2003 Carriage of Dangerous Goods by Air.
The Aircraft (Security) Rule 2011

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

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Role of Various Agencies in Aviation Security
Role of Airline Security
National legislations
Aviation (Security) Rules 2011

Part V Security Measures By Aircraft Operators

Order 03/2009 Security functions to be carried out by Aircraft Operators
Order 05/2009 Norms for deployment of Airline Security staff for Security
functions (Recommendations by Shri Arun Mishra Committee)
Security functions to be carried out by Aircraft Operators
 Security of Aircraft
 Aircraft Search (Pre-flight anti sabotage Checks)
 Security of parked / idle aircraft.
 Screening of Registered Baggage
 For security and surveillance in BMA and for accompanying the screened baggage up to aircraft.
 Security in Baggage break-up area.
 Screening and escorting of screened cargo / unaccompanied baggage
 Secondary security checks.
 Surveillance in departure hall
 Security of catering items.
 Security of Control Room (including bag tags, boarding cards, etc.)
Role of Aviation Security Group (ASG) / Airport Security Unit (APSU)
Rule 13 Aviation Security Group (ASG)
Rule 14 Duties of Chief Aerodrome Security Officer (CASO)

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

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CISF (Central Industrial Security Force)
CISF has been entrusted with security of airports in India. They are designated as
Aviation Security Group (ASG).
Wherever the State / Union Territory Police is responsible for security they are termed
as Airport Security Unit (APSU)
The In-charge of CISF at an airport is designated as the Chief Aerodrome Security Officer
(CASO) and is responsible for enforcement of security measures at an airport.
Unit’s or Components of ASG/APSU

 Intelligence and surveillance unit
 Anti-hijacking unit
 Support unit
 Protection unit
These units will perform following functions:
Anti-hijacking unit:
 Guarding of access control points to prevent unauthorized entry.
 Pre-embarkation checks of passengers and hand baggage.
 Security of sterile area, apron and ramp policing
 Guarding of aircraft on ground.
Protection Unit:
 Protection of perimeter, ATC.
 Carry out mobile and foot patrols.
 Guarding of cargo complex.
 Guarding of terminal buildings.
 Cordoning of aircraft in case of in case of unlawful interference.
Intelligence and surveillance unit:

 They will keep surveillance in terminal building, passenger lounge, security hold, apron and any other
area assigned by CASO.
Support Unit:
 Control room which will work round the clock.
 Administrative work.
The ASG’s BDDS unit is responsible for the following functions

 Detection and disposal of Explosive Devices.
 Attending bomb threat calls of aircraft and terminal buildings
 Handling of unclaimed and suspected baggage.
 Disposal / Demolition of confirm threat / IED.
 Store Explosive used in demolition of IEDs.
 Participate in the BTAC.

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Role of Airport Operator

Part II Security Measures at Aerodrome
NCASP 2011
Chapter 4.3.2 The AVSEC responsibilities of Airport Operators
AVSEC responsibilities of Airport Operators:

 Convene the Aerodrome Committee meetings
 Issuance of vehicle permits & ADP for access of vehicles in operational areas
 Preparation of various Contingency Plans for the airport which is required to be approved by
Appropriate Authority.
 Provision & maintenance of Perimeter / fencing, Perimeter road, perimeter lighting, apron, gates /
entry points, security hold area, frisking points/booth, Provision of Security Stamps, hand baggage
checking counter, isolated parking bay, Cooling pit etc
 Provision & maintenance of electronic equipments / devices like X-ray BIS, DFMD, HHMD for passenger
screening
 Sign boards for educating the passengers / airport employees
 Co-ordination in the event of any contingency at the airport.
 To conduct Airport Security Committee (APSC) meetings.
 Inline Screening.(Wherever Applicable)
 Airport Fire Services (AFS)
 Air Traffic Services
 All operational and administrative expenses of ASG/APSU
 Issuance of Temporary airport entry passes
Appreciate the Need for Security Awareness
Security staff should learn how to recognise suspicious patterns of behaviour, while understanding the
importance of avoiding racial and ethnic stereotyping.
The following are examples of possible suspicious behaviours which may be an attempt at reconnaissance
or the beginning of an actual attack:
 Unknown persons photographing procedures or facilities
 Vehicles with personnel in them loitering and perhaps taking photographs or creating diagrams of
procedures or facilities
 Unknown persons attempting to gain access to facilities
 Unknown contractors trying to gain access to facilities to repair, replace, service, or install equipment
 Unexpected package drop offs or attempted drop offs
 Unknown persons loitering in the vicinity of facilities for extended periods of time. These persons may
be attempting to plant explosive devices, observing how long it takes for someone to notice them and
take action or even be participating in suicide bomber activities.
 Attempts to gain information about procedures:
 Out-of-the-ordinary telephone phone calls by unknown persons trying to ascertain security,
personnel, or standard operating procedures.

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

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Module 2
Overview of International Civil Aviation Security
Module Objective:
 Describe threats to Civil Aviation

 Nuclear , Biological , Chemical and Radio-active material threats
 Sabotage of aircraft , airport and armed attack
 Type of offender (mentally challenged / disgruntled employees, criminals, terrorist etc.)
 Vulnerability of Civil Aviation operations
 Unlawful seizure of aircraft
 Aviation Security Convention
 National Legislations
 Regional Civil aviation Conference
 Key responsibility of states and appropriate authority
 NCASP / SOP
Teaching Methods
 Lectures by certified instructors
 Demonstrations
 Progress Tests
 Mastery Test ( Written and Practical )
Annex 17
Standard 3.1.3 Each Contracting State shall keep under constant review the level
of threat to civil aviation within its territory, and establish and
implement policies and procedures to adjust relevant elements of
its National Civil Aviation Security Programme accordingly, based
upon a security risk assessment carried out by the relevant
national authorities
National Legislation
NCASP 2011
Chapter 12 Adjustment of programme

Circular 01/2008 Categorization of Airports

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Primary Objective of Aviation Security
The primary objective of the Aviation Security is the safety and security of passengers, crew, ground
personnel, general public, airports, aviation installations and all other matters relating to safeguard against
acts of unlawful interference with civil aviation operations.
Aviation Security Principles
 Civil Aviation shall operate from a Safe and Secure environment;
 Develop and implement Legislation and procedures necessary to ensure a safe and secure
environment;
 Security measures shall be consistent with Standards
 Prosecute or extradite persons who carry out acts of unlawful interference
Nature of Threats
Conventional / Traditional threats to Civil Aviation
 Sabotage of Aircraft
 Sabotage of Airports
 Hijacking of aircraft on the ground or in flight; and
 Armed attacks on / off airport facilities.
TYPES / CHARACTERISTICS OF OFFENDERS
 Mentally deranged persons / Psychotics

 Persons seeking revenge - Disgruntled employees /Dissatisfied passengers
 Terrorists individuals and groups
 Criminals individuals and groups
TERRORISM
Terrorism is an act of placing someone in extreme fear. It is the unlawful use of violence against the Public
to intimidate a Government.
Factors contributing to terrorism:
 Religious factors
 Economic conditions of a country
 Natural disasters
 Political factors
 Social recognition
The supports needed by the terrorist organizations:
 Financial support
 Motivated manpower

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 Support of Public
 Arms & Ammunition
 Media
 Training
Who are the Terrorists?
 Terrorists are generally people who feel alienated from society and have a grievance or regard
themselves as victims of an injustice.
 Terrorists are devoted to their political or religious cause and do not regard their violent actions as
criminal.
 Terrorists are ruthless and show no fear, pity or remorse.
Characteristics of Terrorists
 Target specific individuals on an aircraft, such as Diplomats or VIPs

 Engender fear of flying in the general public and disrupt normal life; and
 Obtain the release of prisoners, perhaps from their own group
 They operate in small groups or complex networks
 They are usually well organized
 Have access to necessary resources such as money, technical expertise, weapons, explosives and
sometimes supported by governments or States; and
 Aims are political in nature
Characteristics of Criminals
Attacks on Civil Aviation by criminal groups or individuals are rare and their motivation is
 Monetary gain or
 Extortion
 Personal gains
 Difficult to classify
 Unpredictable
New and Emerging Threats faced by Civil Aviation
 Suicide Attack on the Airport/Aircraft Facilities

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

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CBRN – chemical, biological, radiological and nuclear attack
 Chemical warfare
 Biological warfare
 Radioactive 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.
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.

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Why is civil aviation considered as an attractive target?
 Instant Publicity
 Aircraft is mobile
 Different nationalities on board
 Aircraft can be easily taken in control
 Aircraft itself can be used as a missile
 Small amount of explosive is sufficient to cause huge damage to aircraft
 Adverse impact on tourism thereby furthering the terrorist cause
 Excellent Means of extortion
 Economic damage to the country
 Economic damage to the airline
 Airline carry the flag of the nation
 Large number of people in a confined area
Where can the threats come from?
 Terrorist disguised as a passenger with the intent to hijack the plane

 A terrorist may infiltrate a piece of luggage containing an explosive device directly onto the conveyor
belt
 Using naïve passenger to infiltrate a bomb into their luggage

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 Explosive device concealed at the check in area set to explode during the operations
 Direct attack
 Explosive device placed at the boarding gate area
 Passenger used after check-in
 Interline passengers and baggage
 Cargo/Courier infiltration
 Catering infiltration
 Airport employees
 Terrorist disguised as an airport worker
 Explosive device or weapon left on board to be used on the second leg of the flight
UNLAWFUL SEIZURE OF AIRCRAFT (HIJACKING)
What are the techniques used for hijacking?
In order to execute a hijack of an aircraft, the perpetrator must be able to coerce the pilot-in-command.
Therefore, it is necessary to:
• Smuggle weapons onto the aircraft (examples of how this has been done ranges from concealment in
toys to false prosthetics)
• Possible collusion with or bribery of airport or airline staff
• Armed assault. This has been has been used on several occasions
The types of weapons used vary and may include pistols, automatic weapons, explosive charges, knives, or
flammable material.
SABOTAGE
Sabotage techniques
Most sabotage devices targeted against aircraft are either explosive or incendiary devices and can even be
a combination of the two.
The saboteur needs to have access to the aircraft to plant the device or place the device on the aircraft
using passenger baggage, air cargo, catering or other stores loaded onto the aircraft prior to flight. The
most common means of infiltrating sabotage devices in the past have been:
 Infiltration of device into baggage;
 Collusion with airport or airline staff to place device on aircraft;
 Subterfuge, use of an unsuspecting dupe
Sabotage of airports
Certain critical areas of an airport are vital to the continued operation of an airport, namely:
 Runway;
 Passenger terminal buildings;
 Navigational aids;
 Electrical power supplies;
 Air Traffic Control communications;
 Aviation fuel storage;
 Rescue and fire-fighting services.
Any sabotage to the above facilities can seriously impair the functioning of the airport.

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Suicide bomber
While most successful saboteurs move away from the event of the device activation the suicidal saboteur
is ready to kill himself for the cause.
Whether a religious, political or nationalistic fanatic, these individuals or groups present a formidable
threat to today’s security measures.
These offenders may endeavor to achieve sabotage by:
• Carrying the device on their person; or
• Providing the means to have a device boarded through their checked baggage.
Historical Review of the past incidents
1 First hijacking in the world The first recorded aircraft hijack took place on February
21, 1931 in Lima, (Peru).
2 1969 Year of maximum Hijackings – 87 Aircrafts hijacked, 71
from Cuba.
3 First hijacking in India 30th Jan, 1971, Indian Airlines flight from Srinagar to
Jammu taken to Lahore.
4 Post First Hijacking in India Rule 8 A of Aircraft Rule 1937 was being implemented.
5 Second hijacking in India Indian Airlines Aircraft hijacked on 10th Sep, 1976,
Mumbai to Delhi taken to Lahore.
6 Post Second hijacking in India Shri B.D. Pandey committee was formed in 1976
7 18th Jan, 1978 Formation of DCAS as a cell under DGCA on the
recommendation of Shri B.D. Pandey Committee
8 2nd August, 1984 A Bomb Explosion at Chennai (Meenabakkam) airport.
9 Post Chennai Airport Explosion Bomb Threat Contingency Plan was Implemented.
10 23rd Jun, 1985  Sabotage of Air India aircraft Kanishka Tragedy over
Atlantic Ocean.
 Explosion at Narita airport (Japan) during transfer of
baggage to Air India aircraft.
11 Post Kanishka Tragedy Justice B.N Kirpal, Commission was setup.
Following security measures were introduced
 Identification of baggage-Mandatory
 Reconciliation of baggage was introduced
 Re-identification of registered baggage on

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

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

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29 Post Moscow Random screening at the entry gate of the terminal
building. Strengthening of security towards city side.

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Aviation Security Countermeasures
National regulations on Aviation Security shall comply with the specifications made in the international
conventions and in ICAO's Annex 17.
For example, training programmes, quality control programs, airport and airline security programs can
contribute to optimal aviation security on a national level.
The civil aviation industry has developed various countermeasures to counter the threats. These
countermeasures can be categorized as:
 Legislative
 Technical
 Physical
Legislative Measures
International Conventions (Legal Instruments)
International Conventions are International legal Instruments by which Contracting States affirm their
intention to enforce the terms and provisions contained in these Conventions.
International Civil Aviation Organization (ICAO)

The Chicago Convention of 1944 on International Civil Aviation was instrumental in the
formation of International Civil Aviation Organization on 4th April 1947. The organisation
serves as a forum for cooperation in all fields of Civil Aviation among its 191 member
states. India became signatory to the Chicago Convention on 04th April 1947.
The ICAO is a specialised agency of the United Nations and is responsible to promote
safe and orderly development of International Civil Aviation throughout the world. It sets
standards and regulations necessary for Aviation safety, security, efficiency and
regularity, as well as for Aviation environmental protection.
ICAO has legislative powers by means of the SARPs provided by Annex 17. It also organises obligatory
security audits at States worldwide. The ICAO Security Manual contains guidelines on how to implement
the SARPs as provided by Annex 17.
International Conventions
Chicago Convention1944
The Chicago Convention, officially called the Convention on International Civil

Aviation, was signed on 7 December 1944. In 1947 it led to the establishment of
International Civil Aviation Organisation (ICAO).
The governments that signed this convention agreed on certain principles and
arrangements to allow a safe and orderly development of International Civil
Aviation. Furthermore, this convention defines that international air transport
services should be established on the basis of equal opportunities.

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This convention has 18 Annexes in total. The most important one concerning security issues is Annex 17,
containing a description of Standards and Recommended Practices that apply to aviation security.
Tokyo Convention 1963
The Tokyo Convention was established in 1963. The official name of the convention is the Convention on
Offences and Certain Other Acts Committed on Board Aircraft. The Tokyo convention only applies to
offences that are committed on board an aircraft in flight.
This convention focuses on offences that jeopardise:

 The safety of the aircraft.
 The safety of the persons on board the aircraft.
 The good order on board the aircraft.
 The penal code of the State of registry of the aircraft.
This convention grants certain rights to the pilot in Command (PIC), in order to ensure the safety and
order on board of his aircraft:
 Restrain passengers when they cause problems.
 Allow the crew to ask assistance from other passengers to overpower unruly passengers.
 Disembark unruly passengers at the next port of call.
This convention also contains some obligations. The State of landing should:
 Restore the control of the aircraft to the pilot in charge.
 Allow the pilot in charge to disembark unruly passengers, disregarding the State's visa or immigration
requirements.
 Take delivery of unruly passengers.
 Take unruly passengers into police custody until the prosecution or extradition is accomplished.
The Hague Convention 1970
The official name of the Hague Convention, established in 1970, is the Convention
for the Suppression of Unlawful Seizure of Aircraft. This convention made the
unlawful seizure of an aircraft (hijacking) an international offence.
The convention came into being following a year in which hijackings peeked: 73 acts
of unlawful seizure, mainly on flights from the USA to Cuba.
Contents of the Hague Convention
This convention obliges the States to:

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

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The Montreal Convention 1971
The official name of the Montreal Convention, established in 1971, is the Convention for the Suppression
of Unlawful Acts against the Safety of Civil Aviation. The primary focus of this convention was the
sabotage of an aircraft.
This convention, established the term aircraft in service, A parked aircraft which is under surveillance
sufficient to detect unauthorized access.
In the early 70s, the number of acts of sabotage increased considerably. These acts of sabotage
were mainly aimed against Israeli targets.
Contents of the Montreal Convention
This convention defines the following offences:

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

 Make attempts and accomplices to offences also punishable by severe penalties.
 Extradite or prosecute offenders without exception. Both the State of landing as the State of registry
of the aircraft can exercise jurisdiction over these offenders.
 Take all practical measures, like pre-board screening of passengers, in order to prevent offences.
 Restore the control of the aircraft to the pilot in charge, not allowing the aircraft to take off to another
destination while the offenders are still in control of the aircraft.
 Report every occurrence to ICAO.
Protocol to the Montreal Convention 1988
The official name of this protocol, added to the Montreal

Convention in 1988, is the Protocol for the Suppression of
Unlawful Acts of Violence at Airports Serving International Civil
Aviation.
With this protocol, the definition of offences is broadened to all

unlawful acts against a person or an airport serving international
civil aviation, causing or likely to cause:
 Injury or death at an airport
 The destruction or serious damage to the facilities of the airport
 The destruction or serious damage to an aircraft not in service located in that airport
 The disruption of the airport's services
This protocol was created following a series of attacks on international airports that occurred after the
creation of the Montreal Convention in 1971.

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The Marking of Plastic Explosives Convention 1991 (MEX CONVENTION)
The official name of the Marking of Plastic Explosives Convention,

established in Montreal in 1991, is the Marking of Plastic Explosives
for the Purposes of Detection Convention. This convention focuses on
the detection of explosives.
By 1990, a series of explosions on board an aircraft had a taken place,

resulting in the loss of uncountable lives and the destruction of
multiple aircrafts. These explosions were most probably caused by bombs placed in checked baggage of
passengers who finally did not board the aircraft.
Contents of the Marking of Plastic Explosives Convention
This convention allows the use of existing vapour detection technology to detect plastic explosives.
Marking agents should be added to plastic explosives by the manufacturer.
 Prevent the production of unmarked explosives
 Prevent the movement of unmarked explosives through their territory
National Legislations
Enactment of Acts in India to implement International Legal Instruments:-

India is a signatory to all the above conventions. The terms and provisions of international conventions are
given legal backup in India by virtue of following Acts:-
 Tokyo Convention Act – 1975

 Anti-Hijacking Act 1982 and amended in 1994 again being amended in 2010
 Suppression of Unlawful Acts against Safety of Civil Aviation Act, 1982 Amended in 1994
Other National laws related to implementation and enforcement of National Civil Aviation Security
Programme and other related matters are as under:-
 The Aircraft Act, 1934
 The Aircraft Rules, 1937
 The Aircraft (Carriage of Dangerous Goods) Rules 2003
 The Aircraft (Security) Rules 2011
 The Airport Authority of India Act. 1994
 The Restricted Areas Act
 The Prohibited areas Act
 The Immigration Act
 The Explosive Act
 Official Secret Act - 1926
 The Other Minor Acts connected with crimes against civil aviation and related matters.
 Orders and regulations
o Gazette Notifications, AVSEC Orders, AVSEC Circulars and Directions issued by appropriate
authority to implement ‘National Civil Aviation Security Programme’.
o Airports Authority of India Regulations, 2000

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Technical Measures
Annex 17
Annex 17 to the Chicago Convention was adopted in 1974 by the Council of ICAO. Its
purpose is to safeguard International Civil Aviation against acts of unlawful
interference.
Annex 17 contains Standards and Recommended Practices (SARPs) that apply to

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

international air navigation. ICAO contracting states will conform in accordance with
the Chicago Convention. When they fail to do so, they are required to inform ICAO
about this. In Annex 17, standards always contain the word shall.
Examples of standard practice:
 Pre-embarkation security checks of passengers, crew, ground personnel

 Screening of hold baggage’s
 Background checks of personnel
 Each contracting state must have a written NCASP
RECOMMENDED PRACTICE: Specification desirable for the interest of safety and regulatory of
international air navigation. ICAO contracting states will endeavour to conform in accordance with the
Chicago Convention. When a state does not comply with a Recommended Practice, they are invited to
inform ICAO about this. In annex 17, recommended practices always contain the word should.
Examples of recommended practice:
 SLPC
 Deployment of IFSO (Sky Marshals)
 Use of Body scanners
Contracting states must notify ICAO about every difference to a standard.The Standards and
Recommended Practices are adopted and incorporated as Annexes to the Convention on International Civil
Aviation. There are 18 Annexure to the Chicago Convention
Annex 17 deals with safe guarding civil Aviation against the act of unlawful interference. The first edition of
Annex 17 was being issued on 22nd March 1974 and the current edition (9th) was issued in March 2011 to
be implemented from 01st July 2011.
ICAO conducts Security Audit of each contacting state in order to review the compliance of Annex-17.
Annex 17: Aviation Security.
Annex 18: The Safe Transport of Dangerous Goods by Air.

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

Aviation.
The Directorate General of Civil Aviation is the regulatory body in the field of
Civil Aviation primarily dealing with safety issues. It is responsible for regulation
of air transport services to/from/within India and for enforcement of civil air
regulations, air safety and airworthiness standards. It also co-ordinates all regulatory functions with
International Civil Aviation Organisation.
The headquarters are located in New Delhi with regional offices in the various parts of India.
Key Responsibilities of States and Appropriate Authority
International legislation
Annex 17
Standard 2.1.1 Each Contracting State shall have as its primary objective the
safety of passengers, crew, ground personnel and the general
public in all matters related to safeguarding against acts of
unlawful interference with civil aviation.
Standard 2.2.1 Each Contracting State shall apply the Standards and shall
endeavor to apply the Recommended Practices contained in
Annex 17 to International civil aviation operations.
Standard 2.2.2 Each Contracting State shall ensure that measures designed to
safeguard against acts of unlawful interference are applied to
domestic operations to the extent practicable, based upon a
security risk assessment carried out by the relevant national
authorities.
Standard 4.1.1 Each Contracting State shall establish measures to prevent
weapons, explosives or any other dangerous devices, articles or
substances, which may be used to commit an act of unlawful
interference, the carriage or bearing of which is not authorized,
from being introduced, by any means whatsoever, on board an
aircraft engaged in civil aviation.
National legislation
Aircrafts (Security Rules) 2011
NCASP 2011
Chapter 01 Primary Objective

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To meet the primary objective of the country the Government of
India has established a dedicated organization namely the Bureau
of Civil Aviation Security (BCAS) and is in existence since 01st April
1987.
The organization is headed by the Commissioner of Security
under the Ministry of Civil Aviation to develop and implement
regulations, practices and procedures to safeguard civil aviation
against acts of unlawful interference.
The Aircraft Security Rules 2011 provide legal structure and clearly
defines the responsibilities and methods of implementation.
CIVIL AVIATION SECURITY SET UP IN INDIA

International Legislation
Annex 17
Standard 2.1.2 Each Contracting State shall establish an organization and develop
and implement regulations, practices and procedures to safeguard
civil aviation against acts of unlawful interference taking into
account the safety, regularity and efficiency of flights.
Standard 2.1.3 Each Contracting State shall ensure that such an organization and
such regulations, practices and procedures:
a) Protect the safety of passengers, crew, ground personnel
and the general public in all matters related to
safeguarding against acts of unlawful interference with
civil aviation; and
b) are capable of responding rapidly to meet any increased
security threat.
History
The BCAS initially set up as Directorate of Civil Aviation Security (DCAS) on 18 Jan, 1978, as a cell under the
DGCA on the recommendation of the B D Pandey Committee, in the wake of the hijacking of Indian airlines
on the 10th Sept 1976.
The BCAS was organised into an independent organisation on 01st April 1987 under the Ministry of Civil
Aviation on the recommendation of Justice Kirpal Commission formed to investigate Kanishka tragedy.
BCAS is the regulatory authority for civil aviation security in India. It is headed by an officer of the rank of
Director General of Police and is designated as Commissioner of Security (Civil Aviation).
Director General (BCAS) is the appropriate authority for implementation of Annexure-17 to Chicago
convention of International Civil Aviation Organization.
Director General (BCAS) is responsible for the development, implementation and maintenance of
NCASP.

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

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Roles / Functions / Duties /Responsibilities of BCAS
Annex 17
Standard 3.1.5 Each Contracting State shall establish a national aviation security
committee or similar arrangements for the purpose of
coordinating security activities between the departments,
agencies and other organizations of the State, airport and
aircraft operators, air traffic service providers and other entities
concerned with or responsible for the implementation of various
aspects of the national civil aviation security programme.
Laying down AVSEC norms in accordance with ICAO Annex-17 to Chicago convention for Airport Operators,
Airline operators and their security agencies responsible for implementation AVSEC measures.
Monitoring the implementation of Security rules and regulations and carrying out survey of security needs.
Ensure that the persons implementing security controls are appropriately trained and possess all
competencies required to perform their duties.
Planning policy on civil aviation as per ICAO guidelines, to prepare contingency plan, to prepare NCASP and
formulation of Policies.
Coordination among different organizations on AVSEC matters.
Conducting surprise / dummy checks to test professional efficiency and alertness of security staff.
Conducting mock exercise to efficacy of contingency plan and operational preparedness of various
agencies.
Advising the Govt. of India on Security matters
Technical Evaluation of equipments used in aviation security.
Responsibilities of COSCA:
Annex 17
Standard 3.1.2 Each Contracting State shall designate and specify to ICAO an
appropriate authority within its administration to be responsible
for the development, implementation and maintenance of the
national civil aviation security programme.
Standard 3.1.4 Each Contracting State shall require the appropriate authority to
define and allocate tasks and coordinate activities between the

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departments, agencies and other organizations of the State,
airport and aircraft operators, air traffic service providers and
other entities concerned with or responsible for the
implementation of various aspects of the national civil aviation
security programme.
Aircraft Security Rules 2011
Rule 03 Duties of COSCA
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 (APSC) at each aerodrome serving civil aviation for
coordinating the implementation of security controls and procedures as specified in the airport /
aerodrome security programme.
 Arrange for security audit, test, survey and inspection to be conducted on a regular basis
National Civil Aviation Security Programme (NCASP)
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.
Aircraft Security Rules 2011

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

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National Civil Aviation Security Training programme (NCASTP)
Annex 17
Standard 3.1.6: Each Contracting State shall require the appropriate authority to ensure
the development and implementation of a National Training Programme
for personnel of all entities involved with or responsible for the
implementation of various aspects of the National Civil Aviation Security
Programme. This training programme shall be designed to ensure the
effectiveness of the national civil aviation security programme.
Aircraft (Security) Rules 2011
Rule 03 (f) Duties of COSCA
Establish, develop and implement NCASTP
NCASP 2011
Chapter 09 Personnel
Chapter 9.2 AVSEC Training

Order 20/2011 National Civil Aviation Security Training Programme
Establish, develop, and implement, a NCASTP for personnel of all entities involved with or responsible for
the implementation of various aspects of the NCASP which shall be designed to ensure the effectiveness of
the Security Programme.
Airport Security Programme
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

Rule 08 Aerodrome Security Programme

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Aircraft Operators Security Programme

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


Circular01/2001 Aviation Security measures
Anti hijacking measures

 Frisking of passengers and search of hand baggage
 Armed support to frisking / searching staff
 Escorting of passenger to aircraft
 Apron and perimeter security
 Security of catering items
 Surveillance in Departure areas
 Use of electronic aids-DFMD,HHMD,XBIS,CCTV
 Secondary Ladder Point Checks
 Pre flight security checks / search of aircraft
 Deployment of sky marshals
 On the job supervision by airline staff
Anti sabotage measures
 Screening and protection of registered baggage until loaded into aircraft hold
 Identification / Reconciliation of registered baggage
 Anti sabotage check of aircraft at originating station
 Guarding of aircraft
 Access control of aircraft
 On the job supervision by airline staff
 Security of air crew baggage / aircraft document bags / fuel

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 Security of catering items
 Security of cargo, courier, human remains, postal mail, company stores
 Non acceptance of last minute items by passengers
 Passengers to ensure they are aware of contents of their baggage’s
Measures against terrorist attacks
 Guarding of aircraft and airport facilities

 Apron / airport access control
 Deployment of Quick Reaction Teams (QRT)
 Perimeter wall of standard height
 Perimeter road for patrolling
 Perimeter lighting
 Watch towers \ Patrolling- foot or mobile
 Police stations in close proximity of airport
 Efficient communication system
Security of personnel
 Airport entry permit (AEP) / Airport Entry Card (AEC) issued after security vetting/background checks
 Display of AEP/AEC to detect misuse
 Frisking of all AEP/AEC holders before entry to airside
 Never leave your baggage unattended
 Never lend your uniform / AEP to others
 Never accept a packet for carriage without screening
 On the job supervision / surveillance
 Always display a positive security attitude

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Module-3
Working at the Airport
Module Objective
 Describe and recognize the main features of an airport (Typical airport layout)
 Locate all main airport and airline building and services on an airport
 Visit to airport for familiarization
 Specify the boundaries between non – restricted and restricted area of an airport
 Move about an airport complying with the airport safety rules
 Apply the rules of an airline / airport permit system
 Post review of airport visit
Teaching Methods
 Demonstrations
 Progress Tests
International legislations
Annex 17
Standard 2.3 Security and facilitation.
Standard 3.2 Airport operations
Standard 4.2 Measures relating to access control
Aircraft Rules 1937
Rule 90 Entry into public aerodromes

Rule 18 Entries into Aerodrome
Rule 19 Entry into Security Restricted Area

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

Order 02/2008 Authorization for issue of Airport Entry Pass.
Order 04/2010 Issuance of Temporary Airport Entry Passes by the Airport

Operators under Rule-90(1), Rule 90(3) and Rule 90 (4) of Aircraft
Rules 1937.
Arrival / Departure Areas Passenger check-in and departure area
Passenger/baggage screening areas

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Baggage make-up area Arrival Hall / Baggage Claim Area
Airport Administration Building Operations Building
Air Traffic Control Tower (ATC) Fuel storage area

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Cargo Complex
Maintenance area Air Navigation Aids
Catering Establishment
Airport safety rules - moving about the airport
When moving about the airside areas of the airport either on foot or in a vehicle all security personnel:
 MUST know the boundaries between airside, landside, SRA and Controlled areas.
 MUST know the location and correct name of all airport buildings, services and aircraft operating
areas.

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 MUST maintain radio contact with the airport ground operations control (or ATC) when moving in the
vicinity of taxiways and runways.
 MUST use vehicle hazard lights and wear a reflective safety vest.
 MUST observe airport speed limits and comply with movement rules.
 MUST follow prescribed vehicle routes on the apron and other aircraft manoeuvring surfaces.
 MUST NOT stand, walk, move, park or drive close to an aircraft when the red revolving light on top
and below the aircraft is lit (shows that engines are running, or that start-up, push-back or towing is
about to take place).
 MUST NOT park any vehicle in a dangerous location.
 MUST NOT assume that it is safe to cross a taxiway or runway because it appears to be clear.
 MUST NOT disobey ground control (or ATC) movement instructions.
 MUST NOT cross a runway unless you have received clearance from ground control or ATC tower even
when responding to a security incident [does not apply if the runway is closed.
AIRPORT PERMITS SYSTEMS:-
The airport permit system is a set of rules which controls the access of people and vehicles to restricted
areas
Typical permit for PEOPLE should contain:

 photograph of the holder
 areas and validity
 period of validity
 name of permit holder
 name of employer/agency/organization
 permit serial number
 Designation of the Holder
 Name of the issuing organisation
The most usual types of airport permits are:

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

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EXAMPLES OF AIRPORT SRA PERMITS FOR PEOPLE
Photograph Airport Expiry Date Issuing Airport Expiry Date

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

Agency/Organization Agency/Organization
Signature of Signature of Holder Signature Signature of Holder

Issuing of Issuing
Authority Authority
Permit Airport Area of Validity Permit Airport Area of Validity

Serial No. Serial No.
VISITOR SRA PERMIT
Issuing Airport Name Expiry Time

Authority and Logo and Date
Date, Stamp
& Signature
Visitor’s Name
Name of Visitor’s Sponsoring

Agency/Organization
Permit Serial Signature of Holder

No.
Airport Area TO BE ESCORTED AT ALL

to be visited TIMES BY SRA PERMIT
HOLDER WITHIN SRA
Height: 6.5cm Width: 8.5cm
(Area of Validity: Permits are to be colour coded.)

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The following types of Airport Entry Cards (AEC) are issued in India
S. No. Zones Access Authorization

01 A Arrival Hall
02 D Departure Hall
Terminal Building other than security hold, customs and immigration but
03 T
include baggage claim area on the arrival hall of domestic terminal
04 S Terminal building security hold area
05 P Apron Area
Baggage handling area (to be segregated in two separate zones as BBA and
06 B
BMA as per the configuration of airport concerned)
07 F Air traffic control building except ATC tower
08 Ft ATC tower
Cargo terminal building (domestic and international cargo complex to have
09 C
separate zones as per the configuration of the airport)
10 Cd Cargo domestic
11 Ci Cargo International
12 Cs Cargo SHA
13 I Boarding gates to immigration/ Baggage Claim Area
Note: Other permits

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

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

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EXAMPLES OF AIRPORT SRA PERMITS FOR VEHICLES
AIRPORT NAME EXPIRY DATE

AND LOGO DD/MM/YY
NAME OF APPROVED ‘AIRSIDE’

AGENCY/ORGANIZATION SAFETY STATUS
REGISTERED NUMBER
OF VEHICLE
PERMIT SERIAL ACCESS GATE/S

NUMBER
AREA OF
VALIDITY
LOGO
AND
AIRPORT
NAME
PERMIT
SERIAL NUMBER
NAME OF ‘AIRSIDE’
AGENCY/ APPROVED
ORGANIZATION SAFETY STATUS
REGISTERED NO. ACCESS GATE

OF VEHICLE
PERIOD OF VALIDITY AREA OF VALIDITY
Actual size.
(Area of Validity: Permits are to be colour coded)

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MODULE – 4
Access Control – People
Module Objectives
 Understand the operations at a pedestrian security control checkpoint

 List information to be recorded in an access control point logbook
 Be familiar with the use of Standard Operating Procedures (SOPs)
 Be aware of suspicious or unusual behaviour at access control points.
Teaching Methods
 Demonstrations
 Progress Tests
What is Access Control?
Access control means the security procedure applied to ensure that only authorized persons, authorized
vehicles and authorized items carried by such persons or transported in such vehicles are allowed access
into the premises, area or zone being controlled.
Annexure 17
Standard 4.2.1 Each Contracting State shall ensure that the access to airside areas
at airports serving civil aviation is controlled in order to prevent
unauthorized entry.
Standard 4.2.2 Each Contracting State shall ensure that security restricted areas
are established at each airport serving civil aviation based upon a
security risk assessment carried out by the relevant national
authorities.
Standard 4.2.3 Each Contracting State shall ensure that identification systems are
established in respect of persons and vehicles in order to prevent
unauthorized access to airside areas and security restricted areas
Standard 4.2.5 Each Contracting State shall ensure that the movement of persons
and vehicles to and from the aircraft is supervised in security
restricted areas in order to prevent unauthorized access to
aircraft.

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Standard 4.2.6 Each Contracting State shall ensure that persons other than
passengers, together with items carried, being granted access to
security restricted areas are screened.
Recommended 4.2.8 Each Contracting State should ensure that identity documents
issued to aircraft crew members provide a harmonized and reliable
international basis for recognition and validation of
documentation to permit authorized access to airside and security
restricted areas by conforming to the relevant specifications set
forth in Doc 9303, Machine Readable Travel Documents.
Aircraft Rule 1937
Rule 90 Entry into public aerodromes –

(1) No person shall enter or be in the terminal building of any
Government aerodrome or public aerodrome or part of such building or
any other area in such aerodrome notified in this behalf by the Central
Government unless he holds an admission ticket issued by the
aerodrome operator or an entry pass issued by the Commissioner of
Security (Civil Aviation) or any person authorized by the Central
Government in this behalf.
(2) No person shall, without permission in writing, by general or special

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

stray in the Movement area; and
(d) Operate any vehicle in the Movement area.

Part III Aerodrome Access Control
NCASP
Chapter 6 Access Control Persons
6.4.1 No person shall enter or be in the terminal building of any licensed
aerodrome or part of such building or any other area, including the
movement area but excluding runway, unless he is a benefice passenger or
a crew member embarking, dis-embarking or in transit or holds a valid
aerodrome entry permit issued by the Commissioner, provided that (a) the

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Airport Operator may permit visitors to certain areas of the terminal
building specially marked for the visitors.
6.4.2 All staff, including crew, together with items carried by them shall be
screened before being allowed access into security restricted areas. The
screening procedure shall ensure that no prohibited article is carried and
the methodology shall be the same as for screening of passengers and
hand baggage.
Order 04/2010 Issuance of Temporary Airport Entry Passes by the Airport

Operators under Rule-90(1), Rule 90(3) and Rule 90 (4) of Aircraft
Rules 1937.
Circular 14/2000 Entry to the airport
Circular 02/2009 Access control of Casual/Daily Laborers
Circular 18/2009 Courtesy to Members of Parliament at airports
Defence in Depth
Layers of security measures build upon each other to protect civil aviation operations. Therefore if one
layer fails or is deficient, another will hopefully prevent the act of unlawful interference.
These layers may consist of:
 Security Restricted areas and Restricted areas

 Airport identification permits for personnel and vehicles
 Physical Security measures ( fences, gates, locks, patrols etc)
 Detection systems for weapons and Explosives
The first line of defence is the integrity of the airport perimeter and landside / airside boundaries, while
other protective measures for Security Restricted Areas provide another layer.

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Purpose of Access Control
To control the movement of people and vehicles from landside (non-security restricted areas) into airside
(controlled and security restricted areas)
Access Control Challenges
 Size of the airport and boundary

 Number of workers at an airport
 The requirement for people and vehicles to have legitimate access to controlled and security restricted
areas for operational purposes
 Airports are often 24-hour per day operations
Access Control Points
 Must be manned at all times they are open or in use, or otherwise locked or closed.
 All persons working at the airport must use the SRA access points when entering SRA, (includes aircraft
crew and airline employees).

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External Access Control Points
Internal Access Control Points
Access Control Point for Staff

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Access control system can be
 Physical
o Controlled by security guard using equipment such as a turnstile for people and a drop-arm
barrier for vehicles
 Automated Access Control Systems (AACS)

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

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Requiring Access for legitimate need
 Airport Employees
 Airline & Tenant Employees
 Employees of other Airport Organizations( Police/customs/immigration)
 National Government Representatives
 Diplomatic Representatives
 Emergency Services
 Visitors
Passengers
 Require valid boarding card and Travel Identification documents

 Family and friends should NOT be allowed to accompany passengers into the Security Restricted
Area.
Access Control Point Equipment
 Barriers, gates, turnstiles, etc.

 Communication equipment, such as radio, telephone, etc.
 Weapons & Explosive detection equipment e.g. metal detectors, x-ray equipment , explosive trace
detection
 Search equipment for vehicles, e.g., lights mirrors
 Control point log/book and Standard Operating Procedures (SOPs)
 Facilities (location and environmental conditions)
Contents of Access Control Point Log
 Time control point was opened or handed over to a new shift

 The status of check point equipment
 Record of incidents at the control point
 An inventory of items and/or equipment kept at the control point for its operation
Control Point Log Entry
 Control point location

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

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Recognizing behavior that may be suspicious
 Unknown person without a permit.

 Attempt to gain access to restricted area.
 Carrying a parcel.
 Circumstances not normal.
 Incident can be called “suspicious”.
TYPICAL STANDARD OPERATING PROCEDURE (SOP) FOR A SPECIFIC ACCESS CONTROL POINT, EITHER
WITHIN A BUILDING OR EXTERNAL, WILL INCLUDE THE FOLLOWING INSTRUCTIONS:-
 The security personnel on duty at an access control point must ensure that only authorized persons
and embarking passengers, properly documented, are allowed access into an airport restricted and
controlled area.
 Security personnel shall check that all persons entering a controlled area are in possession and
displaying a valid airport identification permit.
 Security staff will also check that embarking passengers are in possession of valid travel documents
including an airline boarding card which indicates the airline flight and passenger details.
 In the event that any person gains or attempts to gain unauthorized access to an airport restricted
area, security personnel will endeavor to prevent such entry and will immediately notify the security
supervisor.
 Details of all incidents will be recorded in the access control point log.
Note: This typical SOP is to be replaced by the local Standard Operating Procedures.

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EXAMPLE OF THE CONTENTS OF A TYPICAL CONTROL POINT LOG
CONTROL POINT LOCATION:
LOG ENTRY:
NAME OF VISITOR:
REGISTRATION NUMBER OF VEHICLE:
PURPOSE FOR ACCESS:
COMMENTS: ___________________________________________________________________
LOG ENTRY MADE BY:

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ACCESS CONTROL - PEOPLE

EXAMPLE ACCESS CONTROL POINT LOG
Checkpoint # …6….Incident log
Date Time Details of Incident Name & Initials
12 Dec 2008 15:30 Took over checkpoint 6 from D Shift. I Guard. All Mr. ABC
equipment listed in SOP accounted for and serviceable.
Comms check to security control. OK
12 Dec 2008 15:30 Took over checkpoint 6 from D Shift. I Guard Mr. ABC
12 Dec 2008 15:30 All equipment listed in SOP accounted for and serviceable.
Comms check to security control. OK
12 Dec 2008 16: 30 Visit to check point by B shift supervisor. All in order I Supervisor
12 Dec 2008 16: 30 Comms check to security control. OK
12 Dec 2008 17:43 A green Toyota car reg. AA - A- 1234 approached Mr. ABC
checkpoint.
Driver requested directions to main cargo terminal. Driving
License MH – 02 – 12 -34567 Name G Driver.
Directions given as requested.
12 Dec 2008 18: 10 Handed over checkpoint to N I Guard Mr. ABC
12 Dec 2008 18: 10 Took over check point 6 from AN Other. All equipment N I Guard
listed in SOP accounted for and serviceable.
12 Dec 2008 18:30 Comms check to security control. OK N I Guard

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Module – 5
Access Control – Vehicles
Module Objectives
 Verify that vehicle access control point equipment is in working order

 Carry out control of vehicle access at vehicle access control point.
 Carry out search of vehicles to detect prohibited articles.
 Apply Standard Operating Procedures (SOPs) for vehicles.
 Describe the procedures for dealing with irregularities or security incidents
Teaching Methods
 Demonstrations
 Progress Tests
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
Annex 17
Standard 4.2.3 Each Contracting State shall ensure that identification systems
are established in respect of persons and vehicles in order to
prevent unauthorized access to airside areas and security
restricted areas
Standard 4.2.5 Each Contracting State shall ensure that the movement of
persons and vehicles to and from the aircraft is supervised in
security restricted areas in order to prevent unauthorized access
to aircraft.
Standard 4.2.7 Each Contracting State shall ensure that vehicles being granted
access to security restricted areas, together with items contained
within them, are subject to screening or other appropriate
security.

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Aircraft Rule 1937

Rule 90 Entry into public aerodromes

Rule 18.7 (c) Entry into aerodrome
No person shall:
Operate any vehicle without entry permit from the COSCA
in the movement area.
NCASP 2011
Chapter 6.5.1 Vehicle movement through gates from land side to airside shall be
controlled by Airport Security unit.
Chapter 6.5.3 Each authorizing agencies shall ensure that the drivers of vehicles
issued with restricted area vehicle permit are qualified to drive the
appropriate class of vehicle and have been given instructions in all
safety requirements for the operation of a vehicle in the airside.
Chapter 6.5.4 The aerodrome operator may issue aerodrome entry permit for
vehicles required to operate in the airside on operational,
emergency and maintenance purpose. The permit shall be specific
to the vehicle and affixed on it conspicuously. The vehicle permit
shall contain at a minimum:
 Registration No. of vehicle.
 Duration of permit.
 Owner of vehicle.
 Issuing authority.
Chapter 6.5.5 No person shall, without permission in writing by general or

special order of the Commissioner, operate any vehicle in the
movement area other than those vehicles which are engaged in
operational, maintenance or emergency duties.
Chapter 6.5.6 Ambulance and other emergency service vehicles requiring access
to airside may be permitted only after a temporary permit is
issued by the Aerodrome Operator.
Chapter 6.5.7 The Commissioner may authorize a person to use Airport

Operator’s vehicle or his own vehicle or any other vehicle with
“follow me” vehicle, if so required, for access to the airside on
protocol, health or security grounds.
Chapter 6.5.8 All vehicles, occupants and supplies thereon to be conveyed to the
airside or other security restricted areas shall be admitted only
after having been inspected by the security staff to prevent

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carriage of unauthorized firearms, explosives , explosive devices,
any dangerous goods, any other suspicious objects.

Circular 36/2005 Access of vehicle up to the Tarmac on Security/ Medical and
Protocol ground
Challenges
 Size of the airport and boundary

 Number of workers at an airport
 Airports are often 24-hour a day operations
 The requirement for people and vehicles to have authorized access to controlled and security
restricted areas for operational purposes
Authorized Vehicles
 Immigration and other Government Agencies

 Airport/Airline vehicles
 Emergency Services
 Visitors
 Vehicles may be required to be searched depending on the local AVSEC Programme

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 Special procedures for vehicles carrying aircraft crews, high value goods, prisoners and deportees
Access Control Point Equipment
The security personnel taking over duty at an access control point should always make sure of the
operational status of the access point by checking that all equipment at the control post is in working
order.
 Barriers, gates, turnstiles, etc.

 Communication system, such as radio, telephone
 Weapons & Explosive detection equipment e.g. metal detectors , explosive trace detection
 Search for vehicles, e.g., lights, angled mirrors
 Control point log/book and Standard Operating Procedures (SOPs) including stop lists
Access Control Point Log
 Time control point was opened or handed over to a new shift

 The status of check point equipment
 Record of incidents at the control point
 Record visits to the control point by supervisors
 Details of vehicles without passes
 Details of vehicles admitted; ( depending on frequency and local SOP)
Typical Vehicle Permit
All motorized vehicles and equipment used on the airside in the vicinity of aircraft should be “safety
inspected” prior to the issue of an airside access permit. Permits for vehicles should contain the following
information:-
 Registration number of vehicle

 Name of organization/agency
 Area of validity
 Period of validity
 Designated access gate to be used
 AIRSIDE safety status of vehicle
Examining Vehicle Permits
 Vehicle number on permit matches actual vehicle registration number

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

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Checks carried out on a vehicle before allowing it access to airside
 Check vehicle permit for validity

 Check the vehicle for presence of any Restricted / Prohibited article
 Only drivers having ADP are allowed to drive in the airside
 Driver/occupants should have AEP
 Frisk the driver/occupants
 Check all items being carried in the vehicle
Search of a vehicle will require a trained vehicle searcher and specialist equipment, but effective checks
can be made by well briefed staff who may not have received formal training on detailed searching. Before
commencing a search of a vehicle, the searcher must have the authority to search and search for the
restricted article. The following search equipment should be available to conduct the search effectively:-
 Adequate lighting ( flashlight, torches and dragon light )

 Under Vehicle Search System (UVSS)
 Under Vehicle Search Mirror (UVSM), Mirrors on extended or telescopic handle.
Attention to be paid during searching a vehicle

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

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 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.
To control the movement of vehicle at access point following equipments is required:-
 Physical Controls equipment  Barriers in front of gate

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

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Physical Controls equipment
Crash Rated Electro-hydraulic Bollard System Crash Rated Electro-Hydraulic Tyre Killer
Crash Rated Electro-Hydraulic Road Blocker
PROCEDURE FOR DEALING WITH SECURITY INCIDENTS / ATTEMPTS
The procedures for dealing with irregularities, or security incidents at an access control point. In case of
discovery of suspect explosive device
 Do not touch the device

 Do not open
 Do not unwrap

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 Do not shake or handle
 Do not turn or unscrew
 Do not cut strings, etc.
 Do not lift or remove covers
 Notify a supervisor
Discovery of suspect person
 Check for valid AEC, reason for entry

 Frisk / search for suspect items
 In case of any doubt Notify supervisor
GUIDELINES FOR THE CONTENTS OF A LOCAL STANDARD OPERATING PROCEDURE (SOP) FOR DEALING
WITH A PROHIBITED OR “SUSPECT” ITEM DISCOVERED DURING SEARCH OF A VEHICLE.
 Remain calm and polite.
 Do not alarm vehicle driver.
 Do not allow the vehicle to enter the airport.
 Do not try to restrain the driver or use physical force.
 Immediately notify supervisor.
NOTE: These guidelines are to be replaced with the local airport Standard Operating Procedures

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Module 06
Recognition of Explosive Devices and Offensive Weapons
Module Objective:
 Define and classify Prohibited articles

 Recognize prohibited articles
 Recognize dangerous goods
 List and identify the main components of improvised explosive and incendiary device
 Describe security response on discovering a prohibited article
Teaching Methods
 Demonstrations
 Progress Tests
Legal framework
Convention 1991 Montreal Convention on Marking of Plastic Explosives 1991
Annex 17
Standard 4.1.1 Each contracting State shall establish measures to prevent
weapons, explosives or any other dangerous devices, articles or
substances, which may be used to commit an act of unlawful
interference, the carriage or bearing of which is not authorised,
from being introduced, by any means whatsoever, on board an
aircraft engaged in civil aviation.
Aircraft Act 1934,

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

Rule 20 Prohibition to carry weapon or explosive

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Order 05/ 2005 Permissible & Prohibited Items to be carried by the passenger
Prohibited Articles
“Articles which are, in the context of aviation security, are defined as those articles, devices or substances
which may be used to endanger the safety of the aircraft and its occupants, or installations and the public”.
Prohibited articles are not allowed to be carried in the cabin of an aircraft, or taken into the Security
Prohibited Area of an airport, except by authorized persons who require them to undertake essential tasks.
Such essential tasks may concern the operation of airport, aircraft operation, engineering, airline/airport
catering facilities and restaurants. Authorized persons may include aircraft crew members who require the
prohibited item for the performance of normal in-flight duties or as part of mandatory emergency/survival
or medical equipment.
Some Prohibited articles though prohibited from carriage in the cabin of an aircraft may be transported by
passengers in their hold baggage so long as the articles will not endanger the aircraft, are properly packed,
and are authorized for carriage by the airline operator concerned.
Persons tasked primarily with the detection of prohibited articles should also be aware that there are
certain articles or substances which are classified as “dangerous goods” by the ICAO Technical Instructions
for the Safe Transport of Dangerous Goods by Air. (Doc 9284).
Some or these articles and substances classified as prohibited articles will also fall under the classification
of dangerous goods. With the exception of a small number of permitted items, dangerous goods must not
be carried by passengers on their person or in their carry-on baggage or hold baggage.
States may in reaction to intelligence about a particular threat also decide that other articles not normally
classified as Prohibited articles or described below should also be excluded from carriage by passengers or
any other person in the cabin of an aircraft or in hold baggage, or carried into the Security Prohibited Area
of an airport.
Handling of Prohibited Articles
In some States, many prohibited articles may be carried by the public legally, but could be used to commit
an act of unlawful interference or would endanger the safety of the aircraft when carried in the aircraft
passenger cabin, should be processed in one of the following ways:
 Placed in the passengers hold baggage, unless the item would endanger the safety of the aircraft.
 Confiscated and subsequently properly disposed of or destroyed.
 Confiscated and kept in storage by the airport authorities or relevant aircraft operator for later return
to the passenger.
 Removed and once properly prepared and packaged, transported in the hold of the aircraft for later
return to the passenger at his ticketed destination.

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Categories of Prohibited Articles
1 Weapons
2 Dangerous Articles
3 Dangerous substances
4 Explosives
Category -1: Weapons

EXAMPLES OF WEAPONS
Weapons are articles designed to kill, injure, immobilise or incapacitate a person.
Handguns, flare guns, blow guns and dart guns, electric dart guns, rifles, shotguns, pellet guns, spear guns,
knives with blades over 10 cms long, mace, tear gas, liquids/ powders in canisters or disguised as pens,
martial arts weapons, blades or spiked finger rings and wrist bands, sword canes and umbrella swords.
Category 2: Dangerous articles
Any article that can be used to threaten the safety of the aircraft.
Any article that can be used to threaten the safety of the aircraft Starter pistols, toy guns when carried by
an adult and if they are realistic when Carried by children, sharp pointed scissors and letter openers,
chisels ,ice picks, large Screwdrivers and knitting needles, pocket knives with blades over 4cm but less than
10cms.
Category 3: Dangerous Substances

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

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 Radioactive material. - e.g. Medicinal or commercial isotopes
 Poisons
 Infectious or biological hazardous material. - e.g. infected blood, bacteria and viruses
 Material capable of spontaneous ignition or combustion.
 Fire extinguishers
Additional Items Prohibited for Flights assessed at Higher Risk
A risk assessment made by individual member states may indicate that certain aircraft operations are at
higher risk of an act of unlawful interference being committed against them. In these circumstances
individual member states may wish to include one or more of the following items in the states’ list of
Prohibited articles which may not be carried on the person and within cabin or hold baggage as
appropriate.
 Knitting needles
 Knives with blades less than 6 cm
 Metal cutlery
 Scissors with blades less than 6 cm
 Liquid Aerosol and Gels (LAG)- each item not exceeding 100ml, total 1litre allowed

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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 propellants are easily bought in the form of
matches, fireworks or firearms propellants or can be improvised. They are therefore commonly misused by

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terrorists in incendiaries and blast bombs. The “pipe bomb” is usually a length of steel pipe with screw-on
end caps, filled with a pyrotechnic material.
High explosives
As far as explosives detection is concerned, most modern high explosives fall into several groups:
 Nitro-glycerinebased. Nitro-glycerine based explosives consist of mixtures of the liquid explosives
nitro-glycerine (NG) and ethylene glycol dinitrate (EGDN) with solid materials such as wood pulp which
reduce the sensitivity of the explosives to shock. Because they have a long history of industrial use they
are often called “commercial explosives”. Trade or generic names for Nitroglycerine explosives include
“Dynamite”, “Gelignite”, “Blasting Gelatine”, “Special Gel” and “Frangex”, and usually come as paper-
wrapped sticks.
 TNTbased. TNT (trinitrotoluene) is a hard, yellowish white solid that can easily be melted and cast. For
this reason it has long been used to fill bombs and shells. It may be mixed with other explosives which
are not castable but more powerful. TNT is sometimes found as blocks and is often supplied in the
form of flakes. Terrorists have sometimes disguised TNT by casting it into ornaments and decoratively
painting them.
 Plasticexplosives. Plastic explosives are usually mixtures of the powerful explosives RDX (cyclonite or
hexogen) or PETN (pentaerithritol tetra nitrate) with oil or grease, making a puttylike material. Plastic
explosives are easily moulded into any shape and have many military and industrial uses. They are
commonly used by terrorists. It is well known that a few hundred grammes of plastic explosives can
destroy an airliner. “C4”, “PE4” and “Semtex H” are well known plastic explosives.
 Fuel/oxidantmixtures. Fuel/oxidant mixtures comprise something that burns, such as oil, and an
oxygen-containing chemical which liberates oxygen quickly on heating, such as ammonium nitrate.
Many fuels (sugar, charcoal, sulphur and powdered aluminium to name but a few) and many oxidants
(most inorganic nitrates, chlorates, perchlorates and permanganates) will work. Mixtures of almost any
fuel with any oxidant will produce either a pyrotechnic or high explosive effect.
Most modern commercial explosives are fuel/oxidant mixtures. ANFO (ammonium nitrate and fuel oil) and
“Powergel” are examples. Some contain water and are known as “slurries”, “gels” and “emulsions”. They

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often come packed in sausage-like plastic tubes. Since many oxidants are common industrial or agricultural
chemicals, terrorists often produce their own fuel/oxidant mixtures, sometimes using them in large
quantities. These are often fuel/oxidant mixtures or mixtures of Nitroglycerine with nitro-cellulose. They
may be used to propel munitions, to produce a blast effect if confined, in rockets, and for their illuminating
properties in flares.
LOW EXPLOSIVES HIGH EXPPLOSIVES
It burns It explodes
It does not require detonator It requires detonator
Magnitude of destruction is less Magnitude of destruction is more
Not safe to handle Safe to handle
Not safe to store Safe to store
Needs confinement to explode Does not need confinement to explode
More Hygroscopic Less Hygroscopic
S.No Explosive Colour Physical Form
1 RDX White Crystalline
2 PETN White Crystalline
3 Sheet Expl White Flexible
4 C–4 White Plastic/Puttylike substances
5 TNT Pale Yellow Block (Brick Shaped)
6 PEK Yellow Cartridge/plastic mass
7 Tetryl/CE Yellow Granular/Powder
8 Cordtex Chocolate/ White / Orange Cord
9 LTPE Black Flexible/cartridge
10 Semtex Black/orange Slurry
11 Gun powder Black Granular

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Pyrotechnic
S.No Explosive Colour Physical Form
1 Safety Fuse Dirty black Yarn/jute bounded
Civil Explosives
1 Gelatin Yellow Stick
2 Dynamites Yellow Cartridge wrapped in paper
3 ANFO Greenish Slurry with white crystal of AN
Improvised Explosive Device (IED) Components
An IED is the explosive device designed, fabricated, placed and activated with an intention of causing
injury/death or to create panic and chaos amongst public or to cause intensive damage to property. IED’s
could be of any size and shape.
IED could be manufactured in any innocuous objects such as Brief case, Suitcase, Tiffin carrier, Sweet
packet, Gift item, Radio, Laptop computer, TV, VCR, Telephone, Cycle, Scooter, Car, Vehicle etc. It may be
operated electrically or mechanically and designed to explode while handling or by use of any delay
mechanism or remote control etc. Its components are:
• Explosive material (main charge)
• Detonator
• Power source
• Switch Mechanism

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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 legitimate use this current is provided by a hand-held device called an exploder.
In terrorist and criminal use, a battery together with an improvised electrical delay circuit (timer and
power unit or TPU) is commonly used to fire the detonator.
Power Sources
Power sources of bomb could be from normal batteries such as 1.5V, pencil and
torch cells, 6V, 9V etc. There are flat batteries, which can be used for letter
bombs. Latest batteries manufactured in pure plastic containers, which are
difficult to view in x-ray machine.
IED Initiating Mechanism or Switches used in an IED

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

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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

Anti Handling Delayed Ambient Condition Remote Control
Pressure Clock Work Proximity Radio control

Pressure Release Electronic Timer Gas/ smoke sensitive FM Transmission
Pull PTD Timer Barometric/ humidity Command wire
Collapsing Circuit Thermal X-ray sensitive Infra-red beam
Tension Water Drip Infrared sensitive Laser
Vibratory Water Add Metal sensitive Cell phone
Lift Pyrotechnics Acoustic sensors Pager
Light / Dark sensitive Satellite Phones
EFFECTS OF EXPLOSION
a) Blast Effect
High pressure -Up to 40, 00,000 PSI.
Velocity of Detonation of TNT -25,000 KMPH.
b) Fragmentation
Speed of fragments may be up to 6000 KMPH.
c) Thermal
High Temperature of 3000 – 4000 0 C.
d) Translation
Bodies are lifted above ground level and thrown away.
e) Concussion
In the air a vacuum or suction effect is created behind the moving blast wave.

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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
Four components (Explosives , detonator , power Three components (Low Explosives , Initiator and
source and switch) Incendiary material)
It require detonator It does not requires detonator
Magnitude of destruction is more Magnitude of destruction is less
Requires triggering mechanism Required ignition mechanism
Difference between Improvised explosive device and Bomb.
BOMB IED
Service Explosives Improvised Explosives
Made by approved ordinance factory Made by Anti National elements(ANES)

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Standard mechanism used Improvised mechanism used
Used by Army & Security forces (SFS) for safety & Used by ANES to kill innocent public & create
security of the country terror in public
Very difficult to diffuse as mechanism is not

Can be diffused easily as mechanism is known
known.
Places of Concealment of Explosives
 On the person – add examples

 In cabin baggage
 In hold baggage
 In Cargo or Mail
 In vehicles
Methods of Concealment
It can be Disguised, Dismantle & Camouflaged Disguised Dismantle (Self Loading Pistol Dismantled)
 Explosives in Shaving Cream Tubes

 Liquid Explosives in Whisky Or Wines Bottles
 Explosives in Birth Day Cake
 Blasting Gelatin Embedded in Chocolate

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 TNT Cast in Toy Shapes, Doll Head, animals, Wall Painting.
 IED in false Bottom of Baggage.
 Explosive Jacket.
 Preparation Of Explosive From Local Material
 Detonator Hidden In Pen, Calculators and Shoe Sole.
ACTION ON DETECTION OF EXPLOSIVES
DO’s
 Notify Supervisor
 Evacuate men immediately to a safe distance.
 Open all windows and doors
 Place sand bags around the suspected object
 Inform bomb disposal squad.
 Inform fire brigade, hospital and ambulance.
 Handle the package alone if you are duty bound to handle.
DONT’s
 Do not touch
 Do not pass any Metallic Objects
 Do not throw Water
 Do not open
 Do not unwrap
 Do not shake or handle
 Do not turn or unscrew
 Do not cut strings
 Do not lift or remove covers
Modern Methods of Explosive Detection (EDDS & EDS)
The explosive detection system generally involves detection of explosives from head space by vapour,
trace particulate or bulk detection system which employs technology for detection and identification of
explosives.
Most explosives consist of organic compounds of carbon, nitrogen, hydrogen and oxygen
The explosive detector is designed to detect these organic compounds. When contraband has narcotics or
explosives are handled by a person it leaves microscopic particles behind the hand and clothes. The same
person if touches the handle of bag, zip or lock may harbour microscopic quantities of substances. These
microscopic substances can be detected with help of explosive vapour / trace detectors.
TYPES OF EXPLOSIVES DETECTORS:

 ETD
 EVD
 Canine (Sniffer dog)

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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.
Working principle:
 The gaseous samples enter an ionisation chamber where particles are ionised.
 The explosive vapour traces collected are fed into the chamber, ionized and converted into electrically
charged molecules.
 These molecules move at different speed, depending upon the molecular structure and size which help
in the identification of explosives.
Equipment collects vapor or particulate matter from surface contamination to detect a wide range of
explosives including plastic explosives. Samples are collected via hand vacuum for vapor or directly from
the surface by wiping it with trap material. Once the sample is collected either in the form of vapor or trace
from surface, then it is processed by placing it in an intensifier for analysis. The result is obtained instantly.
Principle of Explosives Trace Detectors Operation (ETD)
In this method, the particles/ traces of explosives are taken from surfaces. Collection of sample from
surface of bag is very important for better detection. A specialized paper disk known as sample trap is used
to wipe the contaminated surface and inserted into the desk top analyzer for analysis. The analyzer then
identifies the sample. Indication is given both audible and visual alarm. The analysis can be stored and
printed for any evidence.
ION track instrument has now developed another portable hand held detector working on the same
principle as vapour tracer i.e. ION Trap Mass Spectrometry. The equipment is developed with support of
US department of defense on behalf of TSA, customs service and cost guard. It is easy to use 5 button
keypad and LCD display. The instrument requires little operator training. The instrument is capable of
detecting microscopic quantities of explosives both in vapour and particulate mode.

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Advantages and Disadvantages of ETD / EVD
Advantages:
 Portable
 Auto-calibrated.
 Ready to operate in less than 10 seconds.
 Constant adjustment of operating conditions in line with the changes in the atmosphere.
Disadvantages:
 As a machine it may malfunction.
 It may give false alarm.
 Expensive
 Only trained staff can operate.
 Airtight materials will defeat sampling technique, vapour will not be available.

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Module 07
Building and Area Search Procedure
Module Objective
 Describe building and search area procedure
 List the three basic types of “sterile” passenger holding areas
 Conduct a physical search of a holding area for prohibited items
 Understand response action to deal with “suspect” items located in a holding area in accordance with
Standard Operating Procedures
 Maintain the sterility of a holding area
Teaching Methods
 Demonstrations
 Progress Tests
Annex 17 Standard 5.1.3

Each Contracting State shall ensure that arrangements are made to investigate, render
safe and/or dispose of, if necessary, suspected dangerous devices or other potential
hazards at airports.
General Principles for Building and Area search
For searches to be effective they should be conducted systematically by staff familiar with the area
concerned. The main reason for this being that outside personnel will be unlikely to know the layout of the
aircraft or terminal building and the various places in which a device could be concealed and therefore will
not so easily be able to spot anything which is out of place or unfamiliar. Search plans should be prepared
in advance and staff trained to use them. A search Coordinator must be nominated to provide control of
the search process and if necessary take the decision to evacuate.

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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.
Sterile Holding Area concepts / Basic Screening plans:

• Decentralized, usually at the aircraft boarding gate
• Semi-centralized, usually after the duty-free shop area
• Centralized, usually before the duty-free shop area
Decentralized
Screening Points at Boarding Gates
TERMINAL
1 2 3
Concourse Pier 4
7 6 5 Screening
Points
Boarding Gates
Screening of passengers is carried out immediately before boarding at the boarding gate, jet-way or
terminal door leading directly to an aircraft or adjacent apron area. Passengers screening takes place when
the passenger boarding process begins.
• Requires screening point at each boarding gate

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

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Semi-centralized
Screening Points at Holding Areas
Screening
Points
1 2 3 Mobile
Lounge
Concourse Pier
4
7 6 5
Boarding Gates
Screening of passengers is carried out at the entrance to an area designed to hold all passengers for a
particular flight. This holding area is secured (i.e. made “sterile”) by means of walls or suitable barriers,
together with controlled access points. The holding area may also be a vehicle designed to carry
passengers to a distant aircraft. Screening takes place as passengers arrive at the holding area and
passengers remain within the holding area until the boarding actually begins.
Centralized
Screening Point at Concourse
TERMINAL
1 2 3
Pier 4
7 6 5
Screening
Point Boarding Gates
Screening of passengers is carried out at the entrance to a concourse, finger or satellite containing several
gates, with no specific relationship to a particular flight. Screening can therefore take place a considerable
time before a particular flight is due to depart Passenger remain in the concourse area until a short time
before their flight commences.

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PHYSICAL SEARCH OF A HOLDING AREA FOR PROHIBITED ITEMS
Initiation of a Search
The Coordinator can initiate a search by:

 Sending a message to the search teams over a public address system. It should be coded to avoid
unnecessary disruption and alarm to the public;
 Use of personal radios, pagers or mobile/cell phones; or
 A telephone cascade system: the Coordinator rings, say, three members, who in turn each ring a
further three members and so on until all the teams have been alerted.
What searchers should look for?
It is difficult to give guidance to search teams about the appearance of suspect explosive devices as they
can be disguised in many ways.
Briefing of Searchers
Searchers should be briefed to

 Look for unidentified objects or anything:
 That should not be there
 That cannot be accounted for
 That is out of place
 Do NOT TOUCH suspicious objects
 Notify the Search Coordinator of progress of search and discovery of any suspicious objects.
 Mark the location of suspicious object with a prominent object (but not touching the device)
 Withdraw from the immediate area and await further instructions
Guidance for Searching Terminal Buildings
Search Plans
It is vital to have search plans prepared in advance, and staff trained in them. The objective is to make
sure that the whole terminal building is checked as quickly and effectively as possible.
Search plans must be readily available at all times, architect’s drawings, checked for accuracy and
appropriately adapted, are suitable for this purpose. Sufficient spare copies should be available for use
during search operations. Searchers and the Coordinator can then eliminate sections from the plan as they
are declared clear.
Search procedure /technique:-
There are three types of search procedure/technique. Before searching an area, searcher first should
divide the area into three level.

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Search Sectors
The first step in preparing a search plan is to divide the terminal building into Sectors. The building may
already be segregated into various zones and therefore it may be convenient make these the sectors. Each
sector must be of manageable size for the number of searchers nominated to it. Remember that effective
and systematic searching takes time.
The sector may be one large room - such as a check-in area, concourse, baggage reclaim area , or perhaps
a number of small airline operations offices in an office suite. It is most important that cloakrooms, stairs,
corridors and lifts are included in the search plans and also car parks and other areas outside the building.
Search Teams
Search teams should be formed from staff nominated to search those areas with which they are most
familiar. Numbers required will depend upon the size of the search task. Reserves should be appointed in
case of absence. Staff should be trained and rehearsed.
Search Priorities
Those areas which are to be used as evacuation assembly areas, together with those areas where the
greatest number of the public or staff are likely to be vulnerable, should be searched first. Consider also,
as a priority, those public areas to which the perpetrator may have had easy access such as restrooms,
elevators, stairways and hallways. Those areas to which access is normally controlled may be searched last.
Do not overlook car parks, the outside area of the terminal building and the perimeter.

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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.
Example Room Search
 A search should begin at the entrance to the room.

 Each searcher or team should first stand still and look around the room.
 They should note the contents of the room and make a quick assessment of those areas that will need
special attention.
 They should look for any unusual lights (including small light sources knows as Light Emitting Diodes
which are often used in the arming circuits of improvised explosive devices).
 They should also listen carefully for any unusual noises - particularly ticking or whirring sounds.
If anything unusual is seen, the searcher or team should alert the Coordinator who will decide whether to
evacuate the building.
If nothing unusual is seen, the search should begin.
The search should be conducted methodically, moving in one direction around the area to be searched. It
should be carried out in three sweeps.
 The first sweep is to work around the edges of the room, taking in the walls from top to bottom and
the floor area immediately beneath the wall. Look inside fireplaces, behind curtains and window
blinds, behind and beside furniture around the edges of the room. The sweep should finish at the
doorway where it began.
 The second sweep should take in the furniture and the floor. Furniture should not be removed but
drawers should be opened and searched and gaps in and under furniture should be explored. If the
floor covering shows signs of recent disturbance, it should be lifted.
 The third sweep should cover the ceiling, if it is of a kind in which objects might be concealed. Start at
one corner and systematically search the whole surface.
After the search has been completed, and if nothing has been found, the Coordinator should be informed
immediately so that the sector can be marked ‘CLEAR’ on the search plans.
Searching should continue until the whole area has been cleared. Do not forget that secondary devices are
not unknown.
If a suspicious object is found follow the golden rules:

 DO NOT TOUCH OR MOVE THE OBJECT.
 If possible leave a distinctive marker near (not touching) the object.
 Move away from the device to a designated control point, leaving lights on.

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

 Immediately safeguard the item; and
 Notify the search coordinator (supervisor).
If the item located is an explosive device or object that appears to be an explosive device:
 Do not touch the object;
 Mark the location; and
 Notify the search coordinator (supervisor).
Record the following details in screening point log, when an item is found
 Location of holding area
 Time and date searched and by whom
 Result of Search
 Details of item(s) detected
 Action taken on finding the item(s)/object(s)
 Name of person notified of find
 Time and date of notification
 Action taken for safeguarding/disposal of item(s)/object(s)

Handout
Module 8
Patrolling & Guarding
Module Objective:
 Know the principle of Defence in Depth
 Understand how physical barriers contribute to Defence in Depth
 Describe how security patrols & guards fit into the concept of security
 Know vulnerable areas in physical barriers at the local airport
 Understand Standard Operating Procedures for dealing with signs of interference or intrusion of the
airport physical barriers
 Comply with the airport regulations governing the airside movement of security vehicles
 An overview of the legislation.
Teaching Methods
 Demonstrations
 Progress Tests
Annex 17
Standard 4.8 Each contracting State shall ensure that security measures in
landside areas are established to mitigate possible threats of act
of unlawful interference in accordance with a risk
assessment carried out by the relevant authorities
Standard 4.2.3 Each contracting state shall ensure that identification systems are
established in respect of persons and vehicles in order to prevent
unauthorised access to airside areas and security prohibited areas.
Identity shall be verified at designated checkpoints before access
is allowed access to airside areas and security prohibited areas.
Aircraft (Security) Rules 2011, Rule 6

Every aerodrome operator shall construct a perimeter wall around the aerodrome.
Aircraft (Security) Rules 2011, Rule 7

Provision of lighting, road for patrolling and observation pos

Handout
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.
Basic Concept of Security
• DETER
Observable security infrastructure such as fences, lights, sensors and CCTV and the obvious presence
of well trained and technically skilled security personnel, contributes to this profile.
• DELAY
Security fences, anti-climbing devices, installation security, and securing of the aircraft doors can
contribute to delay, sufficient to increase the likelihood of apprehension by security personnel, other
airport personnel
• DETECT
Preventing acts of unlawful interference by detecting. Detecting attempts by unauthorized persons to
gain access to aircraft, security restricted areas or controlled areas; detecting prohibited articles on
persons and baggage. Deployment of security personnel at static security posts or mobile security
patrols, may contribute to the detection process.
• RESPOND
Effective response to a security incident requires the availability of security personnel at short notice
to attend the scene of the occurrence within the time bought by the delay and detection systems in
place.
To deter an unlawful act against civil aviation requires the presentation of a security profile, sufficient to
persuade a would-be perpetrator that the airport, airline or air cargo is a "hard target" and that there is a
high risk of failure and/or apprehension.
Defence in Depth
Defence in Depth (also referred to sometimes as layers of security) and that layers of security measures
build upon each other to protect aviation and operations. Therefore if one layer fails or is deficient, next is
designed to prevent the act of unlawful interference being successful.
These layers may consist of:

 Security Restricted areas and Restricted areas
 Airport identification permits for personnel and vehicles
 Physical Security measures ( fences, gates, locks, patrols etc)
 Detection systems for weapons and Explosives
Principles of airport protection based on:

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

Handout
NON RESTRICTED AND RESTRICTED AREA SEPARATION ACHIEVED BY:

 Provision of physical barriers such as fences, use of buildings and natural obstacles
 Limiting authorized access to controlled gates and designated access points
INTEGRITY OF BARRIER CARRYING OUT FOOT OR MOBILE PATROL:

 Search guards protecting access points and vulnerable facilities, building and installations
 Security personnel carrying out foot or mobile patrols
PHYSICAL BARRIERS
Objectives of Physical Barriers

 Define area to be protected
 Create physical and psychological deterrent
 Delay intrusion and assist detection/apprehension
 Provide controlled access points for people and vehicles
Elements of a Physical Barrier

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

 Security guards protecting access points and vulnerable airport facilities, buildings and installations
 Security personnel carrying out foot or mobile patrols
ADDITIONAL PROTECTION REQUIRED FOR:
 Landside/airside storm sewers, ditches

 protected by grilles, bars, railings
 monitored by surveillance, patrols, inspections, anti-intrusion alarm devices and additional lighting
 In order to be effective physical barriers require guarding and patrolling by security personnel
 Guarding is basically a static duty
 Patrolling is a mobile function either by foot or in a vehicle
 Increased threat situations require additional guards and patrols

Handout
Security patrolling
OBJECTIVE OF SECURITY PATROLLING IS TO:

 Deter and prevent unauthorized access
 Detect attacks and attempted attacks against airport buildings, aircraft, installations
 Ensure effectiveness of physical barriers (door, windows and openings)
 Respond quickly to attacks and attempted attacks
SECURITY GUARDING
Objective Of Security Guarding Is To:

 Protect vulnerable areas/vital airport facilities
 Control movement of people/vehicles
 Deter and prevent attacks against airport facilities
Vulnerable Points in Barriers Requiring Special Protection:

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

Handout
Methods Used To Protect the Airport
 Effective boundary fencing
 Efficient security lighting
 Controlled movement of people/vehicles
 Buildings protected by physical means (door locks, window bars, alarm systems)
 Vulnerable barrier points physically protected (landside/airside sewers, storm drains)
Guidelines Standard Operating Procedure (SOP) #
Security Guard Duties
Dress
Security Guards assigned to patrol duties are to be dressed smartly in a clean uniform; a high standard of
personal appearance is required at all times. They are to ensure that their actions comply with the Security
Unit code of conduct and always present the [state name of airport] in a positive way.
Patrol Area
[Describe area to be patrolled e.g SRA Apron Area & Controlled Area]
Duration of duties
These duties are to be carried out during the hours of [state time frame – example 06:00 to 20:00hrs]
unless instructed otherwise by the Security Team Leader.
Duties to be performed
When on duty personnel are to:
 Carry out a mobile / foot patrol of the area shown in the attached map.
 Before starting patrol duties and using a vehicle carry out a search of the vehicle and immediate area
for Prohibited items.
 Ensure the vehicle is serviceable and note any unserviceable equipment in the log book. If the vehicle
is considered dangerous to drive then it is not to be used and the situation reported to the team
leader.
 Ensure that the vehicle has a serviceable orange anti-collision light which is to be switched on when
the vehicle is moving within the SRA or controlled area.
 Wear a high visibility jacket or vest at all times when operating the vehicle or moving around the SRA
or Controlled area on foot.
 When on patrol carry out the following specific duties: examples
o Check [list specific buildings] for evidence of intrusion.

o Verify the security of aircraft on remote stands. [state location ]
o Patrol specific vulnerable areas [state location]in perimeter fencing.
o Check all cargo containers (ISO - ULD) and cargo storage areas.
o Escort persons, aircraft as detailed by the Team Leader.
o Ensure all persons operating within the SRA are displaying a valid SRA pass.
 The vehicle and all security equipment is to be operated properly as instructed during training. Any
break down or unserviceable equipment that occurs during the shift is to be reported in writing to the
security manager through the team leader.
 Any unserviceable equipment or tasks not completed are to be briefed to the relief shift on take over.

Handout
Action on attempt of unauthorised access
If an unauthorized person attempts to gain access to the SRA or Controlled Area inform the duty team
leader and police by the quickest possible means then detain the person if possible.
Rest and toilet breaks

Rest and toilet breaks are to be taken as notified by the Team Leader.
Communication
Communication from this post is to be made using the radio using the call-sign. [ state radio call-sign for
post ].
A communications check is to be carried out every 60 minutes with [ the central security control centre] to
ensure the communications equipment is serviceable.
Note: Communications check every 30 minutes during times of darkness.
Reporting procedures for security incidents
All security incidents and other occurrences, which may become the subject of a complaint or comment
about [state name of airport], are to be made both verbally and in writing according to the standard
security department report format and procedures.
The chain of command for reporting procedures is [state chain of command – example Security Team
Leader - Deputy Security Manager – Security Manager.]
Airport Safety Rules

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

Handout
Guidelines Standard Operating Procedure (SOP) #
Security Patrol Duties
Dress
Security Guards assigned to patrol duties are to be dressed smartly in a clean uniform; a high standard of
personal appearance is required at all times. They are to ensure that their actions comply with the Security
Unit code of conduct and always present the [state name of airport] in a positive way.
Patrol Area
[Describe area to be patrolled e.g SRA Apron Area & Controlled Area]
Duration of duties
These duties are to be carried out during the hours of [state time frame – example 06:00 to 20:00hrs]
unless instructed otherwise by the Security Team Leader.
Duties to be performed
When on duty personnel are to:
 Carry out a mobile / foot patrol of the area shown in the attached map.
 Before starting patrol duties and using a vehicle carry out a search of the vehicle and immediate
area for Prohibited items.
 Ensure the vehicle is serviceable and note any unserviceable equipment in the log book. If the
vehicle is considered dangerous to drive then it is not to be used and the situation reported to the
team leader.
 Ensure that the vehicle has a serviceable orange anti-collision light which is to be switched on
when the vehicle is moving within the SRA or controlled area.
 Wear a high visibility jacket or vest at all times when operating the vehicle or moving around the
SRA or Controlled area on foot.
 When on patrol carry out the following specific duties: examples

 Check [list specific buildings] for evidence of intrusion.
 Verify the security of aircraft on remote stands. [state location ]
 Patrol specific vulnerable areas [state location] in perimeter fencing.
 Check all cargo containers (ISO - ULD) and cargo storage areas.
 Escort persons, aircraft as detailed by the Team Leader.
 Ensure all persons operating within the SRA are displaying a valid SRA pass.
 The vehicle and all security equipment is to be operated properly as instructed during training. Any
break down or unserviceable equipment that occurs during the shift is to be reported in writing to
the security manager through the team leader.

Handout
 Any unserviceable equipment or tasks not completed are to be briefed to the relief shift on
takeover.
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.
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.]
The attached safety rules are to followed by all security unit personnel whilst operating within the SRA
and Controlled areas of [state name of airport],
This SOP comes into force from / Date of Issue
Replaces SOP # dated **/**/**

(which is to be destroyed under secure conditions)
Name of Issuing Authority

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

Handout
Module – 9
Protection and Search of Parked Aircraft
Module Objectives:
 Understand the need for protection of parked aircraft.

 Explain security procedures used to protect unattended aircraft.
 Describe the reasons for aircraft security checks and searches / aircraft access points.
 Define the types and timing of aircraft security checks and searches
 Describe appropriate action to be taken if aircraft security measures are compromised.
Teaching Methods
 Demonstrations
 Progress Tests
Annex 17
Standard 4.3.1 Each Contracting State shall ensure that aircraft security checks of
originating aircraft engaged in commercial air transport
movements are performed or an aircraft security search is carried
out. The determination of whether it is an aircraft security check
or a search that is appropriate shall be based upon a security risk
assessment carried out by the relevant national authorities.
Standard 4.3.2 Each Contracting State shall ensure that measures are taken to
ensure that any items left behind by passengers disembarking
from transit flights are removed from the aircraft or otherwise
dealt with appropriately before departure of an aircraft engaged in
commercial flights.
Standard 4.3.3 Each Contracting State shall require its commercial air transport
operators to take measures as appropriate to ensure that during
flight unauthorized persons are prevented from entering the flight
crew compartment.
Rule 27 Security Search of an Aircraft
NCASP

Handout
Chapter 6.6 Protection of Aircraft

Order 05/2009 Norms for deployment of Security Personnel
Circular 26/2006 Pre Flight Security Checks
Responsibility of protecting aircraft lies with the aircraft operator (airline).
The Security Principle Defense in Depth

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

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

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

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

 Aircraft are parked in a well-lit area
 The area should be easily observed
 All external doors must be closed

Handout
 Aircraft should be parked away from fences or buildings to prevent easy access
 Access stairs, passenger loading bridges and hold loading equipment must be removed from the
vicinity of the aircraft and immobilized
Guarding Duties
 Establish the integrity of the aircraft upon taking up duty
 Search for suspect explosive devices in immediate area.
 Challenge all persons approaching aircraft
 Check authorization of persons claiming a need to access the aircraft
 Make visual inspection of the exterior
Aircraft Intrusion
 A Security Search of aircraft must be conducted
 Carried out by airline personnel or security staff who are properly trained for aircraft type
 In accordance with airline’s specific procedures
Aircraft Security Checks / Searches

Why must an aircraft search be carried out?
There are legal and business reasons for carrying out aircraft searches
What should the Searchers look for?

 That should not be there / out of place
 That cannot be accounted for
When to search?
There are 4 instances when searches are usually conducted:
 Pre-flight;
 Transit Flight;
 Post flight; and
 When the Aircraft is under increased threat.
Guidelines for Pre Flight Security Check

The search should normally be carried out just prior to the time that the aircraft is taken into service.
 Regular search of aircraft for suspect explosive devices and weapons shall be conducted prior to
commencing each flight. A similar search will be required when an aircraft is suspected of being the
target of an act of unlawful interference.
 Aircraft operators shall conduct pre-flight security checks only after all maintenance and cleaning staff
have vacated the aircraft and prior to passengers embarking;
 Flight and cabin crew, besides engineering and security staff, may conduct these checks provided they
are adequately trained.
 A security checklist shall be use by airlines staff during such pre flight security checks.

Handout
 Aircraft operators shall ensure that an aircraft is protected from unauthorized interference from the
time the aircraft search or check has commenced until the aircraft departs.
Guidelines on Pre Flight Security Check for Transit Flights

Searches for Transit Flights are necessary when:
 Passengers disembark at the transit station.
 Any catering supplies or stores are loaded.
 Passengers remaining on board must identify their belongings before the search commences.
 If no passengers disembark, remain in a sterile area and access is limited to persons authorized and
supervised by the airline or its handling agent, no search may be required
Guidelines on Pre Flight Security Check for Post Flights
 Post-flight searches are usually conducted of the areas to which passengers may have had access to
ensure that nothing is left on board that may cause a hazard to the aircraft.
 When an aircraft that has disembarked passengers and has had a post-flight search it may not need to
be searched again before departure provided that access has been controlled throughout the time it is
on the ground. (local procedures will apply)
When the Aircraft is under increased threat

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

Searches are to be conducted by the staff members most familiar with the area they are searching,
therefore:
Flight crew and designated airline engineer staff are usually responsible for searching all those areas that
have a direct bearing on the safe operation of the aircraft including:
 Aircraft cockpit; Wheel bays;

Handout
 Exterior of the aircraft and control surfaces;
 Engine nacelles; and
 Technical areas.
Cabin Crew and/or trained Security staff are usually responsible for searching the interior of the aircraft
including:
 Passenger cabins;
 Seats;
 Baggage storage lockers
 Lavatories / WC;
 Galleys; and
 Other areas such as the baggage hold A Checklist should be employed and samples will be provided
later in module.
Action on locating a SUSPECT ITEM

Action by Searcher:
 Do not touch
 Notify supervisor
 Evacuate Aircraft
 Remember description of object/item
 Mark area where object item is located
Action by supervisor:
 Inform airline manager
 Inform crew if already on board
 Inform airport manager(Airport Operator)
 Inform BDDS

Handout
MODULE 10
Escorting People and Consignment
Module Objective
 Escort disruptive / inadmissible / deportees in the restricted areas of an airport

 Escort consignments over a predetermined route.
 Maintain radio communication with security control center
 Apply contingency plans for emergencies involving disruptive/inadmissible/ deportees and
consignments under escort.
 Primary reason for escorting typical categories of people requiring escort.
Teaching Methods
 Demonstrations
 Progress Tests
 Mastery Test (Written and Practical )
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.
Aircraft (Security) Rules 2011,

Rule 17 Procedures of disembarkation of unruly passengers.
NCASP
Chapter 7.6 Carriage of prisoners / person under judicial custody /
Administrative control.

Handout
Order 08/2011 Instructions to handle potentially disruptive passengers.
Order 08/2010 Deployment of In-flight Security Officers (IFSOs) – Sky Marshals
Circular 42/2005 Instructions for carriage of prisoners / person under judicial

custody / administrative control.
Typical categories of people requiring escort:
 Authorised visitors
 Deportees and inadmissible passenger
 Medical patients and accompanying personnel
 Persons in custody
 VIPs.
The primary responsibility for the movement of people is that of the agency as mentioned below.
 Deportee / Inadmissible pax - Immigrations

 Persons in custody - Law enforcement Officer
 Medical Pax - Airline
 VVIP / VIPs - Personal Security officers
Disruptive / Unruly Passenger
POLICY FOR UNRULY PASSENGER
Unruly passengers – Persons who commit on board a civil aircraft, from the moment when the aircraft
door is closed prior to take-off to the moment when it is reopened after landing ,an act of :
 Assault, intimidation, menace or wilful recklessness which endangers good order or the safety of
property or persons;
 Assault, intimidation, menace or interference with a crew member in the performance of duties or
which lessens the ability to perform duties;
 Wilful recklessness or damage to an aircraft, its equipment ,or attendant structures and equipment
such as to endanger good order and safely of the aircraft or its occupants;
 Communication of information which is known to be false, there endangering the safely of an aircraft
in flight;
 Disobedience of lawful commands or instructions for safe, orderly or efficient operations.

Handout
Who is considered as a disruptive and unruly passenger?
The passenger who creates or has the potential to create disturbance either on board the aircraft or on
ground and in the process could endanger the safety of the aircraft, fellow passengers, crew members,
airline staff or property thereby hampering the operations.
Although such incidents are small as compared to number passengers we carry, it must be recognized that
some of these disruptive and unruly passengers have the potential to jeopardize the safety and security of
our operations.
Besides other factors, the following are the main causes for a passenger becoming unruly,
 Excessive drinking
 Nicotine starvation due to smoking restriction
 Resentment of authority.
 Unreasonable high expectations
 Flying phobia and
 Travelling in crowded environment for extended time.
Passenger Disturbance Threat Level:
Level 1- Disruptive behavior (Suspicious or verbally threatening).

Level 2- Physically abusive behavior.
Level 3- Life threatening behavior.
Level 4- Attempted or actual breach of the flight crew compartment.
Unruly passengers are the concern of airline staff involved in one of the many activities of a flight
operation. It begins at check-in and ends at the arrival of a flight at the destination. It is therefore
necessary to have a coherent policy and procedures for all services involved, be it on ground and in the air.
Procedure on ground:
 Staff should at all the times be observant during check-in/lounge/boarding of any unusual passenger
behaviour, if noticed the same should be promptly brought to the notice of the immediate supervisor.
 If the station manager/Duty manager considers him unfit to fly and safety risk he/she should be denied
boarding.
 Also offload the baggage of said passenger.
Procedure in air:
 Oral warning to be given to the passenger by senior crew member and also remove any alcohol.
 A printed warning letter by the commander to be issued to the unruly passenger by the In-flight
Manager.

Handout
If passenger becomes too violent to be controlled, a restraint should be used on the passenger until the
passenger is handed over to the Law Enforcement Authorities on landing into the next station of arrival.
PERSONS IN CUSTODY- Carriage of Prisoners
The following general guidance material refers to persons in lawful custody i.e. persons under arrest or
convicted criminals under escort.
Procedure:
 No aircraft operator shall allow a prisoner and escorting officers as passengers unless prior permission
is obtained from the BCAS by the concerned policing authority that is responsible for transportation of
such prisoner with escorts by air.
 The policing authority requiring transportation of a prisoner by air shall send their request in writing to
the Commissioner/Regional Dy Commissioner of Security(CA),BCAS at least 7(seven) days in advance.
 The policing authority responsible for carriage of a prisoner by air shall indicate classification of such
prisoner as dangerous or otherwise in their application addressed to BCAS.
 A prisoner should not be transported on board an aircraft unless escorted by one or more policing
authority officers.
 Policing authority officers or other authorized persons should notify a responsible representative of
the operator well before the date it is proposed to transport a prisoner or as soon as practicable in an
emergency, the identity of the person being escorted, the flight on which transportation has been
arranged, and whether or not the escorted person is considered dangerous.
 Escorting officers shall ensure that a prisoner does not carry contraband, weapons, matches or other
potentially dangerous items.
 Escorts shall be equipped with adequate restraining devices to be used in the event they determine
that restraint is necessary .Under normal circumstances a prisoner should not be shackled to any part
of the aircraft, including seats, tables etc.

Handout
 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.
Persons suffering from mental illness
A person suffering from mental illness that is deemed to be a threat to the safety of a flight may be
accepted for transportation if accompanied by an attendant physically capable of coping with untoward
actions by that person during the flight and skilled in administering sedatives as required and authorized by
an appropriate doctor. If a mentally disturb person requires sedation prior to departure each portion of
the flight should last no longer than the effective duration of the sedative administered. The aircraft
operator, on the advice of representatives of the operators medical and security staffs, as appropriate,
should be permitted to deny boarding to such a person.

Handout
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
Inadmissible persons (sometimes referred to as “refusals’’).
A person who is or will be refused admission to a State by its authorities. Such persons normally have to be
transported back to their State of departure, or to any other State where the persons are admissible, by
the aircraft operator on which they arrived.
Refusal Room:
BCAS AVSEC Circular-35/2005 and Circular-06/2007
Any passenger refused entry into India is handed over to the concerned air-carrier for removing him from
Indian soil at the earliest as per ICAO convention. Thereafter, it becomes the responsibility of the air-
carrier to hold the passenger with them till his eventual removal. However, till such time the airline could
arrange for removal, such passenger is detained in the Refusal/detention Room. (Eg:
deportee/inadmissible) Refusal room is guarded by the armed guards of the ASG/APSU persons at the
airport till the passenger is taken out for boarding the aircraft.
Procedure for Inflight Security Officers (IFSOs) traveling on board aircraft
Inflight Security Officers also known as Sky Marshals are deployed for the purpose of securing the safety of
aircraft operation. In India the National Security Guards (NSG) are specially selected and trained, taking
into account the safety and security aspects on board an aircraft and they are deployed according to the
threat assessment of the Competent Authority.
Salient features
 Travel as per flight schedule given by BCAS
 AEP / AEC all airports
 Medical certificate-company doctor of the airline
 Briefing of crew prior to departure carried out by IFSO.
 Weapon authorization Card (WAC) issued by BCAS
 Travel documents (Tickets)
 All documents verified by ASG Incharge and processed through by the concerned airline security.
 Staff carrying out Secondary Security Checks are informed by the security incharge
 Cockpit Crew informed on number of IFSOs and seats

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Under no circumstances the presence of Sky Marshals shall be revealed his identity to anyone else on
board.
Typical consignments requiring security escort
 Valuable cargo and mail

 Diplomatic Bags / Mail
 Dangerous goods
 Vulnerable cargo during high threat situations
 Registered baggage
 Catering.
PRIMARY responsibility for movement of consignment will be that of the airline or agency involved.
SECURITY is responsible to assist airline/police/other agency for the safe movement of the consignment.
Procedure for Escorting Consignment:-
Responsible agency for escorting of consignment should ensure that:

• The movement is planned in advance
• The consignment and escort proceed along a pre-determined route
• The route is varied from consignment to consignment
Register Baggage / Accompanied Baggage
Personal Property of passengers or crew for which the sole custody is taken by the aircraft operator &
claim tagged is issued.
Categories of baggage required escort
 Bags Containing Arms / Ammunition

 Bags Containing High value items
 Baggage of VVIP’s
Any baggage which has weapon in it will be escorted in restricted area. The following people are
authorised to carry weapon in their register baggage.
1. PSO’s of VIP
2. PSO’s of High Risk Dignitaries
3. Any person on bonafide duty
4. Passenger having valid license
When such persons are traveling with weapon, they will declare the weapon and ammunition prior to
screening of the passenger register baggage in prescribed format given by the aircraft carrier. Original copy
of the form will be retained by aircraft operator at boarding station, second copy will be kept in flight file
and third copy will be given to passenger. Duly authorized person of concerned airline will determine the
weapon is in unloaded condition, to transport that weapon in register baggage of passenger, before

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acceptance of the weapon baggage. The weapon and ammunition will loaded in such area of aircraft which
is not accessible to any person including crew from passenger cabin. In any aircraft where hold is accessible
from passenger cabin a separate compartment / container will be created by the aircraft operator to carry
weapon on board of such aircraft.
But due to safety of VVIPs / SPG Protectee, Personnel Security Officers of VVIPs and SPG protectee are
allowed to carry unloaded weapon in passenger cabin of the aircraft when they are escorting the
concerned VVIP’s and SPG protectee.
Also the security of register baggage is primary responsibility of concerned aircraft operator. The SOP for
securing any register baggage from any unauthorized access will include the following points.
• Screening of registered baggage

• Sealing of registered baggage after screening
• Safeguarding of baggage after screening
• Escorting baggage from point of sealing to point of loading onto the aircraft
• Ensuring that seals are intact at point of loading

Handout
MODULE – 11
BOMB THREAT PROCEDURE
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
 Demonstrations
 Progress Tests
 Mastery Test (Written and Practical)
Annex 17
Standard 5.1.4 Each Contracting State shall ensure that contingency plans are
developed and resources made available to safeguard civil aviation
against acts of unlawful interference. The contingency plans shall
be tested on a regular basis.
Standard 5.1.5 Each Contracting State shall ensure that authorized and suitably
trained personnel are readily available for deployment at its
airports serving civil aviation to assist in dealing with suspected, or
actual, cases of unlawful interference with civil aviation.
Standard 5.3.1 Each Contracting State concerned with an act of unlawful

interference shall provide ICAO with all pertinent information
concerning the security aspects of the act of unlawful interference
as soon as practicable after the act is resolved.
Standard 3.4.8 Each Contracting State concerned with an act of unlawful

interference shall require its appropriate authority to re-evaluate
security controls and procedures and in a timely fashion take

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action necessary to remedy weaknesses so as to prevent
recurrence. These actions shall be shared with ICAO.
The Aircraft (Security) Rules, 2011

Rule 10 Handling of unattended or suspect baggage
Rule 16 Contingency Plan
Rule 45 Reporting of Security Accidents or Incidents to the COSCA
NCASP
Chapter 10 Management of response to acts of unlawful interference

Order 17/2011 Bomb Threat Contingency Plan
Order 19/2011 Contingency Plan for handling hijacked aircraft
Circular 21/2010 Prompt Communication of incidents
TYPES OF AIRPORT EMERGENCIES
Emergencies involving aircraft. These include:

 Incidents involving-Aircraft on airport
 Incidents -Aircraft off airport
 Incident-Aircraft in flight
 Incident-Aircraft on ground
 Sabotage, including bomb threat
 Unlawful seizure
Emergencies not involving aircraft include:

 Fire
 Sabotage, including bomb threat at airport
 Natural disaster
 Terrorist attack of ATC/terminal building
 Terrorist attack of airport
 Breakdown of runway
 Emergencies at airport(fire, collapse of airport building
Medical emergencies. These include:

 Collapsed person
 Sudden death
 Industrial accidents

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 Delivery of newborn
 Communicable disease alert
 Collective food poisoning.
Bomb threat can be received to any aircraft which is on ground or in flight, at any airport, vital installation,
or any civil aviation facility like ATC, cargo facility, navigational aid area or any person. The call received can
be genuine, politically motivated hoax, malicious call to disturb safe operation of flight .Bomb threat is also
conveyed by any helpful person who informs concerned airline or airport agencies regarding bomb threat,
which he overheard or came to know, etc.
Bomb Threat Calls are made by

 Terrorist in order to check the efficiency of airport security.
 Mentally ill, practical jokers or those who want to play prank.
 Late / Disgruntle passenger can give malicious bomb threat call to civil aviation.
Whenever we 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 hoax calls at airport Analysis of these calls reveals that such calls are given by delayed
passengers, those who has been denied seats by airlines, drunken people, trickster, media crazy people,
jilted lovers, dismissed or suspended employees, love birds, competitors, politically motivated people etc.
In case if you ask these callers about the details of bomb or reason for bombing, their name, place or
telephone number etc they will immediately put the receiver down.
It is therefore suggested that telephone operators, Control room staff etc are to be trained to ask following
questions:-
 Where is the bomb?

 When will it go off?

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 What does it look like?
 What type of device is used?
 Who are you?
 Why are you doing this?
Actions on Receiving a Bomb Threat Call

 Remain calm
 Ensure caller ID has registered calling number and note it down
 Switch ON voice recording facility(if it is not automatic)
 Allow the caller to complete his conversation first without interruption.
 Note exact time of call
 Try to prolong call (if possible) with leading questions to assess the geniality of call
 Alert colleagues and supervisors who can also listen to conversation and alert security
 Observe callers sex, voice, language, approx age, background noise etc.
 Note actual words and Record other details
 Do not restore the hand set on the cradle switch until calling number is properly noted
 Inform all details to supervisor
Supervisor to interview the receiver of threat call in order to complete the bomb threat report form (BTRF)
and relay the information without delay to the BTAC coordinator.
Other information to be reported by the recipient of a Bomb Threat Call

 The background noise from where the call is been made
 Identification of gender
 Exact time of call
 Actual wording
 Approximate age
The response to the above questions and background details will help the bomb threat assessment
committee members to evaluate the call to “SPECIFIC” or “NON SPECIFIC”
As per BCAS instruction all operational telephone must have caller ID. Officers should check the
serviceability of caller ID frequently.
Actions to be taken by the Aircraft Operator

On receipt of the call the air carrier will take immediate actions as under after verifying the genuineness of
the call received and confirming from the person who actually received the call. Exact words heard should
be repeated so that the BTAC can take a decision on categorizing the call.
Rush to attend the BTAC meeting after leaving instructions to next senior official to execute actions given
as under
(a) Where passengers have fully/partially boarded, quickly disembark such passengers/ crew in an
orderly manner with hand baggage and bring them back to SHA through departure hall for further
action.
(b) Ask crew and ground staff on board / in cargo hold to look for and report any unidentified article
before they themselves finally disembark due to bomb threat. (The crew and ground staff should be

Handout
cautioned not to touch, open or attempt to remove any unclaimed article/device but report to the
coordinator).
(c) Ask airline Engineers / staff to keep aircraft in ready to tow position for removal to Isolation
Bay/Area in case BTAC declares the threat call as specific
(d) Identify passenger’s joining the check in Queue after receipt of bomb threat call and refer such
passengers to Airport Security for inquiry/investigation.
(e) Mobilize sufficient staff even if it is recess / relief time to ensure their availability to empty aircraft
holds and to layout all unloaded baggage/stores for their anti-sabotage check as required under
specific/ non specific threat.
(f) Actively participate in the evaluation of threat by BTAC and in deciding follow up actions.
(g) Move to the aircraft under threat and get the tasks performed from the staff as decided in the BTAC
and in a coordinated manner with other agencies.
Evaluation of Call
The Bomb Threat Assessment Committee (BTAC) shall be established at each airport in India in accordance
with the Bomb Threat Contingency Plan notified by the BCAS vide AVSEC Order 17/2011:
The Bomb Threat Assessment Committee (BTAC)
Bomb Threat Assessment Committee shall consist of the following officials with respective status as
mentioned against each:-
No Officials Agency Status
(a) Airport Director or Airport Operator Co-ordinator

Director operations or his representative
(b) CASO or his representative ASG Member

(Not below the rank of (CISF or State Police)
Deputy Commandant)
(c) Security Manager / Aircraft Operator Member

Station Manager
(d) Watch Supervisory ATC Member

Officer (WSO)
(e) Airworthiness Officer DGCA Member
(f) Representative of local police State Police Member
(g) Officer I/C BDDS ASG/State Police/ Member

NSG (where ever located)
(h) FRRO/Asst FRRO * Immigration Member
(i) Deputy Commandant * Customs Member

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* (Should be present in case threat relates to international terminal, international airlines or import/export
cargo terminal)
(j) COE or his representative BCAS Observer

(Wherever located)
(k) RDCOS or his representative BCAS Observer

(Wherever located)
EVALUATION OF THREAT CALL

The BTAC uses the “Bomb Warning Assessment Form (BWAF) as a guideline for systematic and scientific
evaluation of the Bomb Threat Call.
The procedure of building of an assessment system to lead the bomb warning assessors to a logical
conclusion to classify the threat is called as POSITIVE TARGET IDENTIFICATION (PTI)
Accordingly the call is classified as under:-
SPECIFIC THREAT: A warning where the threat permits identification of a specific target, or where the
caller has positively identified himself or the organization involved and is judged credible.
The BTAC evaluates the call based on the information given by the caller and threat perception. The call is
evaluated as “Specific”, if the information is of serious and elaborate nature.
NON SPECIFFIC THREAT: A warning that can be related to one or more targets but where there is doubt
about its credibility or about the effectiveness of the existing counter measures.
The call is evaluated as “Non Specific”; if the call is of general nature such as there is a bomb in the evening
flight ‘or’ flight going to Mumbai has a bomb.
HOAX CALL: A warning that may not identify a target or a specific group of targets or which otherwise lacks
credibility.
Action in case of Specific Bomb Threat Call
 The aircraft will be shifted to isolated parking bay.
 ASG/APSU will cordon the aircraft from a safe distance of 50m and control the movement of
unauthorized people.
 Deploy airline security staff at ladder point to frisk/check belongings of all authorised persons
entering isolation bay / affected aircraft.
 Airline (GSD) will ensure sufficient loaders, bus trolleys are available for speedy off loading.

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 All registered baggage, cargo; unaccompanied baggage will be off loaded and kept 100 meters away
from aircraft. The registered baggage will be line up properly for re-identification by passengers
(with sufficient gap for dogs to move around and also for movement of passengers during re-
identification) unclaimed baggage to be opened / kept in cooling off pit by BDDS.
 Offload Catering items/ bonded stores and place them in the catering vehicle. Catering vehicle to be
parked 100 meters away from the aircraft and searched.
 First aid kits and Engineering stores to be subjected to thorough search. First aid kit may be opened
and resealed by BDDS if doctors are not available for resealing.
 Detail and ensure that senior airline officials from Security, Flight Crew, Engineer, Catering Cargo,
Commercial, GSD, etc. with sufficient staff are available to assist anti sabotage check.
 Thorough search of aircraft will be conducted by BDDS, Airline Engineers, Airline Security, ASG/APSU,
Airworthiness Officer, etc. They work as a team and conduct aircraft search with checklist.
 Prevent refuelling of aircraft till completion of anti- sabotage check of aircraft.
 Cargo, unaccompanied baggage, mail will not be reloaded unless it is X-rayed or sniffed by dog. It will
be kept in a protected area.
 Re- issue of fresh boarding cards and hand baggage tags to passengers who have deplaned and
brought back to departure hall.
 Crowding of too many employees and parking of vehicles near aircraft to be avoided.
 Radios should not be used to transmit within 25 metres 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 without carrying
their hand baggage.
 Upon identification of hold baggage, ensure that crew / passengers proceed to aircraft under airline
escort and do not loiter on airside.

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 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 under airline
arrangement and shall be subjected to a thorough screening/physical check.
 Execute any additional security measure as directed by coordinator / BTAC.
 Arrange to get clearance certificate and get the same signed off by airline engineer, airline security,
ASG, airworthiness (DGCA), BDDS, coordinator and hand over one copy of the same to coordinator
for giving RT/telephone clearance to ATC. Thereafter, hand over one copy each to ATC, BDDS and
other agencies for their record.
Action of Non-specific threat call to an aircraft
Action in case of Non-Specific Call by Coordinator
 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.

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 Ground engineering to carry out scheduled anti sabotage checks.
 Ensure proper Gate- No- show.
 Thoroughly screen air mail.
 Suspend airlift of unaccompanied baggage and rush tag baggage.
 Frisk staff / passengers at ladder point.
 Proper passenger baggage reconciliation.
Search of Aircraft under non specific Bomb Threat

 Airlines Security and Airlines agencies will carry out search of aircraft under Non Specific Bomb
Threat.
 Coordinator, Air carrier and ASG will ensure action as prescribed for their individual agencies as per
Bomb Warning Assessment Form (BWAF).
 Airline will organize clearance certificate and obtain signatures of all official agencies involved in
search.
 Coordinator after ensuring that all officials/agencies have signed the clearance certificate, will
convey the clearance to ATC for release of aircraft.
 BDDS, fire tender and Ambulance must remain stand by near the aircraft until clearance is conveyed
to ATC by the coordinator.
Threat to terminal building
Action on specific threat to terminal building
 Coordinator will make continuous announcement on central PA system and in different languages
for evacuation of the terminal building.
 Announcement made should be deliberate and tactful so as to avoid panic ex. “due to security
reasons all passengers/staff are requested to evacuate the terminal building and proceed to safe
holding area.”
 All heads of airlines, agencies and departments should evacuate their passengers/staff quietly to the
pre designated safe assembly areas.
 Passengers who are not security checked will evacuate to city side.
 Passengers/staff in Security Hold will evacuate to airside.
 All heads of airlines, agencies and departments will ensure to hold back few staff who are thoroughly
familiar with their work area for subsequent search.
 All passengers/staff will carry their baggage/personal belongings with them.
 Staff will leave all doors and windows open and switch off AC’s/unwanted lights.
 Coordinator will ensure to switch off central AC.
 Coordinator will ensure to open all Emergency doors.
 Unclaimed suspect article if spotted during search shall not be handled but reported to BDDS.
Action on non-specific threat to terminal building
 Evacuation of terminal building not required

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

Handout
The contents of the Bomb Threat contingency plan are as follows.
 Airport Director designated as coordinator

 Establishment of Bomb Threat Control room
 Evaluation of call by Bomb Threat Assessment Committee guided by Bomb Warning Assessment
Form (BWAF)
 Questioning Technique
 Duties and Responsibilities of various agencies bat airport such as AAI, ASG / APSU, Airlines, BDDS,
DGCA, Customs and Immigration.
 Search Procedure
 Evacuation of building under threat.
 Procedure to deal with unidentified / suspected baggage.
Bomb Threat Review Committee (BTRC)

To ensure installation / working of necessary infrastructure and smooth implementation of bomb threat
contingency plan each airport is required to constitute a BTRC. The committee will meet once in three
months.
Action to be taken on finding Suspect Explosive Device
All airports are required to have dedicated BDDS and dog squads. The BDDS should be well equipped with
necessary manpower and equipment to deal with any type of threat.
The four generic steps to be taken by BDDS on finding a suspicious item during a search is as under:
 CONFIRM that the item found actually look like a suspicious item and needs attention of security
 CLEAR the area by evacuating all persons including search teams to a safe distance of 100 meters
 CORDON the area to prevent anyone gaining access to the suspect item
 CONTROL the situation until specialised staff arrive and take command
Counters measures for Bomb Incidents at Airports
 Installation of caller ID (CLIP)

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

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Improving Security Environment
Module Objective
 Improving attitude of security staff for pax interface
COURTESY AND BEHAVIOUR
Courtesy and Behavior at the airport:

 Image of the organization
 Satisfied customer is the best goodwill promoter
 High Profile personnel travel through airport
 Larger Media publicity
Personal Presentation:
 Good Appearance
 Posture / gesture while dealing with the passenger.
 Clothing – pressed, neat and clean (good turnout)
 Facial expression / body language
 Good and effective communication skills.
 Conversation with passenger- Fresh breath, voice tone /voice modulation
 Right staff at right place at the right time.
Passenger Profile:
 VVIPs/ VIPs / CIPs
 Diplomats
 Business Traveler
 Celebrities
 Tourists
 Group travelers
 Airline / airport employees
 Families
 Emergency Traveler
 Students
 Unaccompanied Minors
Why does a passenger get upset?

A passenger may get upset for a wide range of reasons from personal to impersonal. Sometimes their
anger is justified, sometimes not. Some of the reasons are as under:
 Already upset at someone / something/ somewhere

 Tired, stressed, frustrated.
 Travel expectations have not been met. e.g Seat allocation; meal request;
 Feels nothing is right for him
 Feels unpleasant attitude

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Effects of courtesy and behavior:
 Professional competency / survival
 Recommendation of high level
 Good reputation of security staff
 Confidence of passenger on security staff
 Image of airlines in comparison to other
DOS AND DONTS:

DO’s
 Positive Attitude
 Well conversation
 Smiling face
 Honesty
 Cooperation with the passenger
DON”T’s
 Don’t chew, eat during dealing with passenger
 Don’t give wrong information
 Don’t relax during duty
 Don’t irritate on the behavior of pax.
 Don’t lose temper

Handout
MODULE 12
CLOSING ACTIVITY
Assessment of the trainees will be carried out by Bureau of Civil Aviation Security through examination
conducted at the end of the course.
A feedback shall be taken from participants by respective ASTI’s on the feedback form provided by along
with the STP.

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Aviation Security Induction

Page 1 of 126 SECRET

Aviation Security Induction Course

For Restricted Circulation

Issue Date: 20th October 2014

AvSec Induction/BCAS/2014 Secret

AvSec Induction/BCAS/2014 Secret

Aviation Security Order / Circular

Aviation Security Training Package (ASTP)

AvSec Induction/BCAS/2014 Secret

2 Overview of International Civil Aviation Security 21 – 44

3 Working At The Airport 45 – 53

4 Access Control – People 54 – 63

5 Access Control – Vehicles 64 – 72

6 Recognition of Explosive Devices And Offensive Weapons 73 – 89

7 Building and Area Search Procedure 90 – 96

8 Patrolling and Guarding 97 – 106

9 Protection of Parked Aircraft 107 – 118

10 Escorting People and Consignments 119 – 127

11 Bomb Threat Procedure 128 – 132

12 Closing Activities 133 – 141

AvSec Induction/BCAS/2014 Secret

 To understand the course aim, structure and methodology

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

AvSec Induction/BCAS/2014 Secret

Terminologies Related To AVSEC and Vital Installations at Airport

• unlawful seizure of aircraft

AvSec Induction/BCAS/2014 Secret

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

AvSec Induction/BCAS/2014 Secret

AvSec Induction/BCAS/2014 Secret

Identification cards: See Permits.

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

AvSec Induction/BCAS/2014 Secret

AvSec Induction/BCAS/2014 Secret

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

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

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

AvSec Induction/BCAS/2014 Secret

1. AAI - Airports Authority of India

AvSec Induction/BCAS/2014 Secret

AvSec Induction/BCAS/2014 Secret

AvSec Induction/BCAS/2014 Secret

Aircraft Acts of 1934

It extends to the whole of India and applies also-

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

Aircraft Rules of 1937

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

AvSec Induction/BCAS/2014 Secret

The Aircraft (Security) Rule 2011

AvSec Induction/BCAS/2014 Secret

Role of Airline Security

Aviation (Security) Rules 2011

Aviation Security Order / Circular

Security functions to be carried out by Aircraft Operators

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

Aviation Security Order / Circular

AvSec Induction/BCAS/2014 Secret