Chapter

15

Security

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The following definitions regarding security are required knowledge;

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.

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

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.

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

Security in civil aviation has been the subject of national and international law including ICAO conferences. Such law and requirements are designed to prevent unauthorized interference with flights and to protect passengers and crew whilst pursuing the aims of international air transport. In the relevant rules and laws, the responsibility for ensuring that all appropriate personnel are aware of the rules and regulations is placed with the operator.

Operators are required to operate training programmes to train personnel to minimize opportunities for unlawful interference and the consequences of such events should they occur. Following an act of unlawful interference on board his aeroplane, the commander, or, if for any reason he is unable to do so, the operator, is to submit a report without delay to the designated local authority and the Authority in the state of the operator.

In the event of unlawful interference in flight, the pilot in command shall endeavour to set the transponder to A-7500 unless the situation warrants the code A-7700. If ATC requests confirmation of code A-7500 the PIC, if able, should confirm verbally the situation. If this is not a viable option, the PIC should say nothing. ATC will take this as confirmation of the code, and initiate appropriate action in accordance with state procedures.

Wherever possible, an aeroplane subject to unlawful interference shall be flown on the assigned track until ATC can be informed or until within radar surveillance coverage. Where deviation from assigned track is unavoidable and ATC is not informed, the commander is to broadcast warnings on the emergency frequencies unless circumstances on board dictate otherwise. The use of transponder and any other system (data link) should be considered. If procedures have been detailed in Regional Supplementary Procedures they should be used if possible. If no applicable regional procedures exist, proceed at a level which differs from normal IFR cruising levels by 500 ft, if vertical separation minima is 1000 ft or 1000 ft in areas where vertical separation minima is 2000 ft.

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ICAO contracting states are obliged to take all adequate measures to protect passengers and crew of any aeroplane subject to unlawful interference until the journey can continue including a fully functional Air Traffic system. Such states will also provide landing clearance as may be necessitated by the circumstances. Where an aeroplane subject to unlawful interference lands in a contracting state, that state is to take all reasonable steps to prevent the aeroplane taking off unless its departure is necessary to protect human life. When an aircraft subject to interference has landed in a state other than the state of registry, the Authority of the state is to inform the state of registry and the state of the operator by the most expeditious means. Other states are to be informed where citizens of those states:

•have suffered fatalities or injuries.

•have been detained as hostages.

•are known to be on board.

ICAO is also to be informed.

An operator shall ensure that there is on board a checklist of the procedures to be followed in search of a bomb or improvised explosive device (IED) in case of suspected sabotage and for inspecting aeroplanes for concealed weapons, explosives or other dangerous devices. The checklist shall be supported by guidance on the appropriate course of action to be taken should a bomb or suspicious object be found, and information on the least-risk bomb location specific to the aeroplane. The least-risk bomb location, is, as the name suggests the preferred place on the aircraft to place any suspect or confirmed IEDs. Flight deck doors on commercial air transport aircraft must be capable of being locked and unlocked from the inside. Additionally, there must be a means available for the cabin crew to advise the flight crew of suspicious activity or security breaches. On aeroplanes with more than 60 passenger seats, or with a MTOM over 45 500 kg, the door must be capable of being remotely locked/unlocked from either pilot station, and a means to monitor the area immediately outside the door available to both pilots. The door is to be closed prior to engine start, and, other than for authorized access, to remain so until after engine shutdown. The door, and the surrounding bulkhead, must be bullet proof, and resistant to penetration by shrapnel.

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