Iata Airport Operations

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g) Response to acts of unlawful interferenceh) Evaluation of effectiveness of measuresi) Programme adjustment

j) Contingency plans

4.5 A IRPORT S ECURITY A UTHORITYEach airport must establish a Civil Aviation Security Authority responsible to develop,implement, and maintain all elements of the Airport Security Programme. The airportoperator must designate one individual to be in charge of this Authority.

4.6 R ESPONSIBILITIESThe Airport Security Authority has a number of result-oriented responsibilities:

a) Coordinate, at the airport level, the implementation of the National Civil AviationSecurity Programme.

b) Collect and maintain statistics on airport vulnerable points.c) Ensure that existing security measures meet the requirements of current and

anticipated threat levels.d) Conduct regular exercises, tests and inspections.e) Report on weaknesses and implement corrective measures.f) Report to management on weaknesses requiring outside assistance.g) Ensure that all security personnel are qualified and trained.h) Provide input into plans for new or expanded airport facilities.

4.7 R ESOURCES AND T OOLSIn order to effectively safeguard civil aviation against acts of unlawful interference, theAirport Civil Aviation Security Authority requires a number of resources and tools:

a) Qualified employees b) Support facilitiesc) Contingency plansd) Training programmese) Control equipment and proceduresf) Access control and proceduresg) Testing of procedures

h) Auditsi) Equipment maintenance and calibration

4.8 A IRPORT C IVIL A VIATION S ECURITY C OMMITTEEEach airport should establish a Security Committee to advise airport management onthe development and coordination of security measures and procedures dealing with the

prevention of, and response to threats and incidents.

Membership of the committee must include a complete cross-section of expertise requiredto effectively deal with local security issues:

a) Airport management


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b) Airlines and other aircraft operatorsc) Head of airport securityd) Policee) Immigrationf) Customsg) Other border control agenciesh) Postal servicesi) Air traffic services

j) Medical servicesk) Rescue and fire-fighting servicesl) Freight forwardersm) Organisations representing employees likely to be affected by acts of unlawful

interference against civil aviation (such as crew members, security screening

personnel, airline agents, etc), who can provide technical expertise during de-liberations and incidents.

In order to prevent and respond to acts of unlawful interference,each airport must develop a Security Programme. The essentialcomponents of this programme are the protection of airport, air-craft, and air navigation facilities, and the control of persons anditems placed on board aircraft.

4.9 P REVENTATIVE M EASURES

4.9.1 IntroductionThe primary objective of these measures is to prevent the presence on board aircraft(and in other vulnerable points) of weapons, explosives, and other dangerous objects andsubstances. These prohibited items can be introduced by several means:

a) Introduced through collusion in restricted areas for future use. b) Carried on board aircraft by people (passengers, employees, and trespassers).c) Placed inside checked luggage or freight.

To prevent the above acts, access to aircraft must be strictly controlled. Three parallelapproaches must be implemented concurrently:

a) Creation of restricted access areas (the airside plus other vulnerable points), to be protected by physical barriers.

b) Procedures to ensure that only authorised people can pass through these barri-ers.

c) Procedures to ensure that no unauthorised items can be placed inside checkedluggage, freight, or directly on board aircraft.

Three categories of people may be authorised to access restricted areas:a) Passengers with a valid boarding pass or airline ticket.

b) Duly identified employees whose duties require such access.

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c) Occasional visitors and temporary employees, when escorted by a qualified person.

4.9.2 Control of Access to Restricted Areas Physical Barriers

Airport restricted areas are surrounded by the airport property limit, by the landside, and by buildings that straddle the landside and the airside.

The airport property limit may extend over several kilometres, which renders accesscontrol difficult. In particular, undeveloped areas consisting of fields or forests sustainlittle activity and display no lighting. Therefore, effective means must be implementedto prevent unauthorised access from outside the airport.

4.9.3 Security FencesIn order to prevent unauthorised access to restricted areas, their entire perimeter must besecured using a fence meeting a number of specifications. Transparent fences are preferredto opaque ones as they allow seeing outside of the restricted areas. They may be made

of chain link, expanded metal sheets, steel palisades or welded steel mesh. Concrete orsteel posts should support them 1 (Figure 2). The fabric should be strong enough to sustaindeformation, and tall enough to prevent access over or under it. Anti-climbing devicessuch as barbed wire should be used for additional protection.

Figure 2: Security Fence Complete with Anti-Climbing Barbed Wire

No obstacles such as parked vehicles, stored materials, and stockpiles of earth, are al-lowed within a reasonable distance on either side of the fence, as they would facilitateaccess. Fences should be kept clear of tall vegetation and climbing vines as they obstructview and hamper surveillance.

1 Fences located within the protection area of some sensitive navigation aids may have to be made of plastic or other non-reflective material (Refer to Module 2, Unit 2, Protection of Electronic Aids).


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Where feasible, fences should be well illuminated to facilitate the detection of suspiciousactivity in their vicinity. Lighting can be supplemented with detection equipment such asclosed circuit television, motion detectors, and infrared cameras.

Underground storm sewer pipes or tunnels often extend beyond the security fence. Their

outlet must be equipped with steel bars to prevent access through them.Where buildings constitute the boundary between landside and airside (terminal buildings

passenger and freight, general aviation hangars, fuel depot, etc), these buildings playthe same role as a fence. Access to restricted areas within buildings is addressed underAccess Points.

4.9.4 Access PointsIdeally, fences should provide an uninterrupted barrier over their entire length. How-ever, there is a requirement to provide a number of access points to restricted areas foroperational, safety, maintenance and inspection reasons. Their number must be kept toa minimum.

Access points usually consist of gates (sliding, swinging or lifting Figure 3) with somekind of locking mechanism: padlock or lock with an access code (for access points withinfrequent use), or electronic card reader, remote opener, or guarded access (for access

points with frequent use). Gates must be kept closed and locked whenever they are notin use. Wherever possible, access points should be well illuminated.

Figure 3: Sliding Security Gate Leading to a Fuel Depot

The whole length of the security fence must be regularly and frequently checked forintegrity and evidence of attempted access. Particular attention should be paid to access

points. The provision of a patrol road adjacent to the fence will facilitate this task.


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Where the physical barrier is a building, the control of access to restricted areas is theresponsibility of the building occupant. Doors leading to restricted areas must be keptclosed and locked whenever they are not in use. Wherever possible, they should beequipped with alarms and surveillance cameras.

Access to restricted areas through terminal buildings is addressed in the section titledProcedures.

4.9.5 SignageAll security fences and access points, including buildings providing access to restrictedareas, must display signs indicating that the area beyond them is restricted. It has a deter-rent effect on potential trespassers. It also allows enforcement in case of trespassing.

4.9.6 Other Vulnerable PointsIn addition to the protection of aircraft, airports must ensure the protection of a numberof vital facilities that, if damaged or destroyed, would seriously affect the operation of

the airport. Although they may be located within the airport-restricted areas, they are, insome cases, located off airport. Some examples of vulnerable facilities are:

a) Telecommunication facilities (on or off-airport). b) Radio navigation aids (on or off-airport)-see Figure 4.c) Emergency Operations Centres.d) Air traffic services facilities (control tower in particular).e) Fuel depots.f) Power supply.

These facilities should be adequately protected using means that provide a level of secu-rity equivalent to airside areas. It is particularly important for facilities located outsideof the airport property.

Figure 4: Security Fence Protecting an Off-Airport Radar


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4.9.7 Control of Access to Restricted Areas Procedures:Passengers and Carry on Luggage

The control of passengers and their carry on luggage is an essential component of secu-rity measures to protect aviation against acts of unlawful interference. All passengers,irrespective of their destination, must be screened at their airport of origin.

Adequately trained employees must perform security controls. Several types of organisa-tions can provide security control:

The objective of this process is to prevent the unauthorised access of weapons, explosives,and other dangerous objects on board aircraft.

a) Airport operator b) Specialised security agencyc) Policed) Airlines

The first opportunity to carry out passenger control occurs at the time of check in. Air-line agents will ask passengers whether they packed their carry on and checked luggagethemselves, if they contain any dangerous objects, and whether they left them unattendedin a public area. It is also a good opportunity to detect suspicious behaviour on the partof passengers.

The next and most important point is the security screening point. In order to detect any at-tempt to carry prohibited objects on board aircraft, control measures must be able to detectmetallic objects and explosives. Several types of equipment provide such capability:

a) Walk-through and hand-held metal detectors for passengers (Figure 5). b) Radioscopic (X-ray) equipment for carry on luggage (Figure 5).c) Explosive vapour detectors for carry on luggage.

d) Manual search of passengers and carry on luggage (Figure 6).

Figure 5: Walk-Through Metal Detector (Left) and Radioscopic Equipment for Carry-OnLuggage (Right)


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Figure 6: Hand-Held Metal Detector

Any passenger who refuses to comply with security controls, or who carries unauthorisedobjects, either on his or her person or carry on luggage will not be allowed to access theairside.

Once inside the restricted area of the terminal, screened passengers must not mix or

come in contact with non-screened passengers. This is best achieved by the provision of physical barriers such as walls or partitions, or processing on different levels. If spatialsegregation is not feasible, passengers must be segregated on a time basis: operational

procedures must be implemented so that screened and non-screened passengers are notin the same space at the same time. Careful inspections must supplement this option.

4.9.8 Control of Access to Restricted Areas Procedures:Checked Luggage

The control of checked luggage is another key aspect of the prevention of unlawful acts.Its objective is to prevent the unauthorised carriage of weapons, explosives, and otherdangerous objects on board aircraft, that could be used at a later time, detonated in flight,or used as a threat to commit an act of unlawful interference.

Only checked or controlled luggage is allowed on board an aircraft: it must either be-long to a checked passenger travelling on board the same aircraft, or having been dulycontrolled by the appropriate authority (such as misrouted luggage being shipped to thecorrect destination by an airline).

Luggage must be kept secure from the time it is handed over to the airline at the checkin counter, to the time it is loaded on board an aircraft. This requires full-time protectionof check in areas, all conveyor systems, outbound luggage rooms, loading equipment,and of aircraft stands.


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Any luggage checked at an off-airport location (for example at hotels) must be kept se-cure between the point of check in and the aircraft, and subject to normal control priorto loading.

In the absence of automated luggage screening, and in normal circumstances, luggage

control is limited to the check in procedure explained earlier. When circumstances warrant,the National Security Authority may request that all checked luggage be controlled. Basedon local circumstances, the Airport Security Authority or a particular airline may requestthat all luggages of a particular flight, or of a particular passenger be controlled.

The control of checked luggage is another key aspect of the prevention of unlawful acts.Its objective is to prevent the unauthorised carriage of weapons, explosives, and otherdangerous objects on board aircraft, that could be used at a later time, detonated in flight,or used as a threat to commit an act of unlawful interference.

Only checked or controlled luggage is allowed on board an aircraft: it must either be-long to a checked passenger travelling on board the same aircraft, or having been dulycontrolled by the appropriate authority (such as misrouted luggage being shipped to the

correct destination by an airline).Luggage must be kept secure from the time it is handed over to the airline at the checkin counter, to the time it is loaded on board an aircraft. This requires full-time protectionof check in areas, all conveyor systems, outbound luggage rooms, loading equipment,and of aircraft stands.

Any luggage checked at an off-airport location (for example at hotels) must be kept se-cure between the point of check in and the aircraft, and subject to normal control priorto loading.

In the absence of automated luggage screening, and in normal circumstances, luggagecontrol is limited to the check in procedure explained earlier. When circumstances warrant,the National Security Authority may request that all checked luggage be controlled. Based

on local circumstances, the Airport Security Authority or a particular airline may requestthat all luggages of a particular flight, or of a particular passenger be controlled.

4.9.9 New StandardICAO Annex 17 states that, effective January 1, 2006, one hundred percent of originatingchecked luggage must be screened. It can be done using the following methods:

a) Manual search. b) Radioscopic inspection (using a portable x-ray machine).c) Explosive vapour detection (can be done by specially-trained dogs or automated

if the proper technology is installed).d) Combination of the above methods.

4.9.10 Passenger-Luggage MatchUnder particular threat circumstances, if there is a doubt about the ownership of a particu-lar piece of luggage, the appropriate authority may request that all luggages be unloadedand individually identified by its owner. Procedures should endeavour to minimise flightdelay.


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4.9.11 Control of Access to Restricted Areas Procedures: FreightMeasures should be established to ensure that freight (including mail) intended for car-riage on passenger flights is subject to appropriate security controls. Freight consignmentcan be difficult to screen and it is impractical to screen all shipments. Specific procedureshave been developed to ensure that basic principles are complied with:

a) Aircraft must operate from within a secure environment. b) Freight must be subject to some degree of security control before being loaded

on a passenger aircraft.c) Consignments the security status of which cannot be readily determined must

be subjected to screening or other additional security measures.d) Once a consignment is security cleared, it must be protected from interference.

When the shipper of freight is unknown and security controls cannot be accounted for,or when threat assessment warrants additional security measures, control can be donethrough a number of methods:

a) Manual inspection. b) Use of specially-trained dogs.c) Radioscopic equipment.d) Metal detectors.e) Explosive vapour detectors.f) Use of decompression chamber to simulate a high altitude environment.g) Delay of shipment to account for time operated devices.

4.9.12 Control of Access to Restricted Areas Procedures: StorageAirlines and freight forwarders must ensure that their freight facilities are secured, to pre-vent tampering. Premises should be guarded or equipped with closed circuit television.

Since freight terminals are often part of the landside-airside boundary, access through the building must be controlled in conformity with restricted areas requirements. In particular,doors leading to restricted areas must be closed and locked when not in use. These doorsshould be equipped with an alarm system to detect any unauthorised access.

4.9.13 Control of Access to Restricted Areas Procedures:Transfer to Aircraft

Measures should be taken to ensure the security of freight from the time it is dispatchedto an aircraft, to the time it is loaded. This is particularly important when freight is carriedon board passenger aircraft that may be parked quite a distance away from the freightterminal. Properly secured vehicles and access routes (airside roads) should be used.

4.9.14 Control of Access to Restricted Areas Procedures:Access to Parked Aircraft

Parked aircraft, especially those located in remote areas, should benefit from appropri-ate lighting. Regular patrols of remote parking areas will deter unlawful acts. Properly

positioned closed circuit television cameras, monitored from a central location, will behelpful.


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The general aviation area should also be protected. In addition, in periods of high securitythreat, the arrival of a general aviation aircraft must be reported to the Airport SecurityAuthority. Similarly, an aircraft not responding to instructions from the control tower,or not following its assigned ground itinerary must be considered as a potential risk andmeasures should be taken accordingly.

4.9.15 Control of Access to Restricted Areas Procedures:Control of Employees

The Airport Security Authority should establish a permit system to ensure that only employees who have a justified and frequent need to access airport restricted areas can doso. A permit will only be issued after a background check of the applicant confirms thathe or she does not constitute a risk for civil aviation.

Once issued, the permit must be displayed at all times while the employee is present inrestricted areas. It should include a tamper-proof photograph of the bearer and includehis or her name, and an expiry date. This will ensure that a stolen or found permit cannot

be used illegally.

Permits should have a limited validity period not exceeding two years. Any lost permitmust be immediately reported to the security authority. Employees leaving their employ-ment must return their permit to their employer or to the Airport Security Authority.

This permit system must be standardised throughout the airport and used by all agenciesdoing business in restricted or vulnerable areas: airlines, ground handlers, fuelling com-

panies, caterers, general aviation operators, airport maintenance and security, etc.

Temporary permits may be issued to non-airport employees who have a temporaryrequirement to work in restricted areas, and to occasional visitors who have been au-thorised to access these areas. It requires that these persons be accompanied at all times

by an authorised employee, who is responsible for the visitor or worker while present

in restricted areas.At large airports with many restricted areas, it may be advisable to subdivide these areasand issue different classes of permit, easily distinguishable by a colour, numerical, oralphabetical code, and allowing employees access to one or more specific areas. For ex-ample, an employee whose functions are always carried out on the apron does not requireaccess to the manoeuvring area. This approach increases the level of control to restrictedareas and it avoids allowing all employees access to all restricted areas.

For efficiency reasons, permits can include coded data to provide access through pointsequipped with an electronic card reader. They can also be used to display an AirportVehicle Operator Permit (AVOP).

4.9.16 Control of Access to Restricted Areas Procedures:Control of Vehicles

Access of vehicles to restricted areas must be controlled as they may facilitate unauthor-ised access. Permits should be permanently affixed to prevent transfer between vehicles.The presence of a permit on a vehicle is by no means an authorisation for its occupant(s)to access restricted areas: the right to access requires control of the vehicle and of eachoccupant.

A duly authorised person must escort non-airport vehicles having a requirement to accessrestricted areas.


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4.9.17 Control of Access to Restricted Areas Procedures:Measures Relating to Airport Design

Whenever the airport operator plans to build, expand or renovate facilities, it shouldensure that the architectural and infrastructure-related requirements necessary for themost efficient implementation of civil aviation security measures are integrated into thedesign of the proposed work.

The Airport Security Authority should consolidate these requirements after due consulta-tion with all affected parties. The Airport Security Committee is a good forum to carryout this consultation.

Some requirements to be considered include:a) Facilitate prevention of introduction of weapons, explosives, and other dangerous

devices on the airport and on board aircraft. b) Facilitate the implementation of emergency plans during an actual act of unlawful

interference.

c) Minimise the effect of an explosion in public buildings, by integrating appropri-ate building materials and protection features.

d) Prevent the mix of screened and non-screened passengers by implementing appropriate building layouts.

The Airport Security Programme must include preventative meas-ures. The main preventative measures are the control of access torestricted areas, the control of access to aircraft, and the control ofpassengers, luggage and freight.

4.10 R ESPONSE TO A CTS OF U NLAWFUL I NTERFERENCE

4.10.1 IntroductionIn spite of all the preventative measures implemented by States, airports, and airlines, actsof unlawful interference against civil aviation do occur from time to time. Consequently,well-designed and ready-to-use response measures must be available. Resources, facili-ties, and personnel must support them.

4.10.2 General MeasuresSecurity authorities will provide assistance to aircraft subjected to an act of unlawful

interference: provision of navigation aids, air traffic services, and permission to landwill not be denied.

When such aircraft has landed at an airport, the appropriate security authority willendeavour to detain it if practicable, unless its departure is required by the overridingobjective of protecting human lives.

4.10.3 Emergency PlansThe primary objective of security emergency plans is to ensure the safeguard of passengers,crews, the general public, and employees. Plans should cover the following subjects:

a) Increased security measures: screening procedures for passengers, luggage, andfreight; patrolling, additional access restrictions.

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b) Unlawful seizure or sabotage of aircraft or facilities.c) Threats (bomb, fire).d) Armed attacks within airport boundaries.e) Armed attacks against aircraft from the vicinity of the airport.f) Disposal of weapons, explosives, and sabotage devices.g) Hostage taking situations.

4.10.4 Emergency Operations Centre (EOC)When a situation requiring the use of emergency measures occurs, the airport opera-tor should have at his disposal an appropriate facility where all response resources aregrouped, and from which all decisions can be made and communicated: the EmergencyOperations Centre (EOC). This topic was already covered in Module 2 - AerodromeEmergency Plans.

The EOC is a central facility, furnished with appropriate equipment and staffed with

qualified personnel, from which the coordination of all activities and decisions is madeduring a security-related occurrence. The EOC can be supplemented by a Command Post,located closer to the actual incident.

Personnel staffing the EOC should consist of operational members of the organisationsrepresented on the Airport Security Committee. They need to have appropriate authorityto ensure immediate decision and action. One individual must be tasked with the overalldirection of EOC operations.

4.10.5 Isolated Aircraft Parking PositionWhen an aircraft has been seized or may contain explosive or incendiary devices, it should

be isolated in a remote parking position specifically designated to that effect. It must be

located far enough from any facilities and public areas so that an explosion or fire wouldnot endanger the life of people or jeopardise the integrity of airport facilities.

4.10.6 Security ManualAll security measures dealing with the prevention of unlawful acts against civil aviationand with the response to actual incidents should be grouped in a single document calledthe Airport Security Manual. It should be divided into independent sections, each address-ing a specific type of occurrence. The text should be concise for clarity purposes and forease of reference in tense situations. The following subjects should be covered:

a) International framework, applicable Conventions. b) Description of the Airport Security Authority.

c) Composition of the Airport Security Committee.d) Threat assessment.e) Aircraft security.f) Passenger, luggage and freight screening.g) Protection of restricted areas and vulnerable points.h) Emergency plans and procedures: hijacks, bomb threats, attacks, sabotage, dis-

posal of explosives, and hostage situations.i) Training of key personnel.


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j) Awareness plan.k) Inspections, testing, and audits.

This manual should be a living document, reviewed after each exercise and actual event,and kept current. Since it contains information used to prevent and counter acts of unlaw-ful interference against civil aviation, its circulation should be limited to those peoplewho have a need to use it in the course of their duties. Appropriate parts of the documentshould be distributed to involved stakeholders.

The main response measures to unlawful acts are the activationof the EOC and the implementation of the Emergency Plan. Thisplan should contain procedures dealing with the unlawful seizureor sabotage of aircraft or facilities, threats, armed attacks withinairport boundaries and against aircraft from the vicinity of the air-port.

1) Name two agencies that should be represented on an Airport Security Committee.

2) Opaque security fences are preferred because they prevent view over restrictedareas.

a) True b) False

3) The control of passengers is only done in times of a high threat levels.a) True

b) False

4) When a passenger does not present himself for boarding, his checked luggage must be:a) Sent to its normal destination and stored until the passenger arrives.

b) Immediately unloaded and considered suspect.c) Checked and sent to its destination.d) Unloaded and stored at the departure airport.

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STUDY CHECK


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Applying Your Learning at WorkObserve the screening of departing passengers (you can do it as apassenger as well). What organisation is responsible for it? Whattypes of measures are in place? What route is taken by freightbetween the freight terminal(s) and passenger aircraft?Is the route located in a restricted area throughout?

At what frequency are emergency exercises carried out at yourairport? Who participates?

Ask to be invited as an observer to such an exercise.

4.10.7 Unit SummaryIndividual airports must develop and implement a Civil Aviation Security Programme toaddress local security requirements. The responsibility of this programme rests with theAirport Security Authority, equipped with human, material, and financial resources.

This Authority must develop and implement a number of procedures to prevent and torespond to acts of unlawful interference. Prevention measures consist in controlling accessto restricted areas and to aircraft in particular. It is done through mandatory screening of

passengers and luggage, and through screening of selected categories of freight.

Airport employees who are required to work in restricted areas must obtain and displayan access permit.

Airport vehicles that require access to restricted areas must display a permit.

Airport facilities must be designed with security requirements in mind.

When, in spite of preventative measures, incidents do occur, airports must be equippedwith appropriate and proven measures to respond to them and resolve the situation withthe minimum amount of risk for people. The establishment of an Emergency OperationsCentre and of emergency procedures is an integral part of response measures.


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4.11 O FF - SITE A SSOCIATED P ARTNERSIn addition to their business and operational customers, airports deal on an ongoing basiswith a number of external partners:

a) One or more municipalities, dependent on the geographical and political context.Their relationship relates to the provision of a highway network to the airport,utilities, and land use compatibility.

b) Specific interest groups such as business associations, Chamber of Commerce,Tourism Associations.

c) Government: airports operate under a number of laws and regulations, bothaeronautical and non-aeronautical (labour code, fire protection and buildingcodes). The airport operator can be a tenant of the government in cases where itonly operates the airport.

d) The public at large, who is served by the airport; neighbours who may be exposedto aircraft noise.

e) Media, an often-ignored partner who can be of assistance to the airport operatorif a proper rapport is established.f) Suppliers: airports rely on many external suppliers to function as an enterprise:

water, electricity, waste water treatment, communications, fuel, parts, materials,stationary, banking services, building and maintenance contractors, legal firms,rental of equipment, etc.

Other airports and other transportation components: airports must keep in close coordi-nation with other airports because, as members of the same trade, they can benefit fromsharing common problems and learn from successful solutions adopted by others; as intermodal facility operators, airports need to keep in touch with other modes of transporta-tion, from a technological, planning and competitive stand point (Figure 7).

Figure 7: Relationships Between the Airport and the Transportation Environment

It is important that airports maintain a good balance of relationship with all these internaland external customers and partners.


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4.12 U NIT S UMMARYThe main customer of the airport is the airlines. Passengers are customers of the airlinesand of the airport. Other important airport customers exist and they cater to the airlinesand to the airport: ground handlers, land tenants, concessionaires, and government controlagencies.

Given that airports obtain most of their services from external sources and that they cancause negative impacts on their neighbours, it is essential that good relationships be es-tablished and maintained with external organisations such as the community, the public,interest groups, the Government, and the media.

Airports cater to the need of airlines, passengers and many otheron-site and external customers and partners. Their business andoperational relationships are complex and must be kept in balance.

Applying Your Learning at WorkWalk around or through your terminal building. Take note of allthe airline counters and concessions.

Drive around your airport. Take note of all the land tenants.

What types of businesses do you recognize from the course

material?Does your airport have an AOC and an ACC, or a similararrangement?

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5.1 U NIT L EARNING O UTCOMES

Upon completion of this unit, you should be able to:a) Explain why aircraft operators should develop their own security programme.

b) Name its main components.c) Explain some of the measures that aircraft operators should implement.

5.2 U NIT O VERVIEW The protection of aircraft is a joint responsibility of the airport operator and of aircraftoperators. You already learned about the measures that are the responsibility of the airportoperator. We are now going to discuss the complementary measures that aircraft operatorsshould adopt relative to the protection of their aircraft.

5.3 I NTRODUCTIONThe airport operator provides control measures that prevent the access of unauthorised

persons to restricted areas, and to aircraft through terminal buildings. These measuresalone might leave a gap in that they rely on a single line of control. Consequently, aircraftoperators (whose personnel work around and on board aircraft) must provide anotherlevel of control. It is done through the development and implementation of an AircraftOperators Security Programme.

5.4 P ROGRAMMEThe National Civil Aviation Security Authority requires that aircraft operators developand implement a security programme meeting the requirements of the National Civil

Aviation Security Programme.This programme should be submitted to the National Civil Aviation Security Authorityfor review and approval. It should at least include the following components:

a) Control measures for checked luggage, freight, and mail. b) Control of access to aircraft by unauthorised persons.c) Control of passengers while on the apron for the purpose of boarding or deplan-

ing.d) Measures to be taken by crewmembers in case of in-flight threats or incidents.e) Screening of passengers and carry on luggage (when it is the responsibility of

aircraft operators).

f) Protection of operators premises and materials.

5.5 C ONTROL OF P ASSENGERS ON THE A PRONWhen aircraft park on a stand where passengers must walk on the apron between the ter-minal and the aircraft, it is the airlines responsibility to ensure that screened passengersare kept secured and do not mix with other types of passengers.

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5.6 C ONTROL OF O PERATOR S P REMISES AND M ATERIALSIn the course of their business, airlines need to acquire, store, and bring to the airside,supplies and materials (such as tools, parts, stationary, and equipment). It is essentialthat these materials be stored in secured premises, in order to prevent the introductionof objects that could be brought to the airside with the intent to commit acts of unlawfulinterference against civil aviation.

The same requirement applies to non-airline operators such as ground handlers, fuelsuppliers, and in flight catering companies.

5.7 C ONTROL OF A CCESS TO P ARKED A IRCRAFTAlthough the first line of aircraft protection is the landside-airside boundary, the controlof the immediate vicinity of parked aircraft complements it. During periods of activity,

personnel working around aircraft must intercept any person whose presence is suspi-cious and question him or her about their whereabouts.

The doors of aircraft parked overnight should be locked and mobile stairs removed. When parked overnight on a stand equipped with a passenger bridge, the bridgehead should bedisconnected from the aircraft.

Aircraft should be searched for the presence of any dangerous object before boarding passengers. If such an object is found, the aircraft must be immediately evacuated andthe appropriate authority contacted.

Finally, affected aircraft operators should participate in the response to acts of unlawfulinterference by participating in the activation and management of the EOC.

Aircraft operators must develop their own Security Programme to

prevent and respond to the unauthorised access to aircraft, and toin-flight threats or incidents.

Applying Your Learning at WorkVisit remote aircraft stands. Are they well illuminated? Are mobilestairs removed from the aircraft at night?

When parked overnight on a stand equipped with a bridge, is the

bridgehead disconnected?

5.8 U NIT S UMMARYThe development and implementation of national and local aviation security programmesalone would leave a gap in the achievement of a secure civil aviation environment. Sinceaircraft constitutes the main target of unlawful acts, aircraft operators are important

partners in this effort. They should develop, in consultation with the airport operator, preventative and response measures to acts that directly affect their aircraft, in flight oron the ground.

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The airport operator should provide adequate space to control passengers. Centralisedscreening (as opposed to gate screening) is favoured as it provides for a uniform level ofservice and a single location to respond to in cases of a security threat.

The number of qualified screening personnel should be adequate to meet demand, with

particular emphasis on peak times. The availability of stand-by equipment to cope withhigh volumes of passengers and equipment breakdowns should also be secured.

Security measures should cause minimum interference with or delayof the activities of civil aviation. Measures exist that can maintainthe speed advantage inherent to air transportation.

Applying Your Learning at WorkWhat practical measures are in place at your airport (or any airportyou are going through as a passenger) to reconcile civil aviationsecurity and facilitation?

6.5 U NIT S UMMARYSecurity processes tend to reduce the speed advantage inherent to air transportation.States should implement measures to ensure that the amount of interference and delayfor passengers.

The use of technology and appropriate procedures can be successfully used to that ef-fect.

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Upon completion of this unit, you should be able to:a) Explain the need to train airport employees on security issues.

b) Name the key components of a security training programme.c) Explain the importance of security awareness.

7.2 U NIT O VERVIEW Now that you have learned about the security measures, procedures, and equipmentavailable to prevent and react to acts of unlawful interference against civil aviation, wewill discuss the most important factor required to achieve the highest level of security:

people. In order to have qualified, motivated, and alert employees, airports must establishand implement a solid security training programme. This programme must address all

relevant elements of local security needs, and be tailored to meet the training requirementsof various categories of personnel.

7.3 T RAINING R EQUIREMENTSThe availability of properly trained and qualified personnel is a key element in deliveringan efficient security programme at each airport. The following categories of personnelshould be trained:

a) Management b) Airport security employees.c) Airlines (check in/ticketing agents, luggage handlers, crew members, maintenance

technicians)d) Ground handlerse) Screening agentsf) Guardsg) Policeh) Air traffic controllers

The level of training required is not the same for these categories, and it should beadapted accordingly. However, a security training programme should at least cover thefollowing subjects:

a) Threats against civil aviation.

b) International and national legal and technical security instruments.c) Local preventative and response measures.d) Screening equipment and procedures.e) Techniques used by terrorists to counter security measures.f) Detection of prohibited objects aboard aircraft and in airport facilities.g) Detection of suspicious passenger behaviour.h) Surveillance techniques.i) Exercises, tests, and audits.

j) Awareness.

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In addition to formal and technical training, all airport employees should receive a mini-mum amount of exposure to security awareness. Some simple but effective messagesmay include:

a) Security is everybodys business. All employees and the public can contribute to

it, challenge anyone who does not look like they belong in the restricted area. b) It you find an open door, lock it; deny access to any person without a valid permit

and report it for further investigation by the appointed authority.c) Always assure, when you open a restricted area door that you fully close and

lock it behind you.d) If you observe a suspicious activity or parcel, report it.e) You can make a difference.

A security awareness programme will achieve maximum impact if it extends beyond theemployee population: well designed posters, placed in public areas, will alert passengersand visitors to the effect that they too can contribute to making civil aviation more secure

by reporting to airport authorities any suspicious activity or object.

The implementation of efficient preventative and response securitymeasures depends on the availability of properly trained and quali-fied security employees. Awareness ensures that all employees andthe public contribute to the security effort.

Applying Your Learning at WorkAs an airport employee, did you receive any security awarenessexposure? Do you use it in your day-to-day work? Do you find itvaluable?

7.4 U NIT S UMMARYEmployees are the most important resource required to achieve a high level of civil avia-tion security. Therefore, they must be qualified, motivated, and have current knowledgeof equipment and procedures. These objectives can only be achieved through the estab-lishment and implementation of a well-designed training programme.

Security awareness is another important element in fostering a secure aviation environ-ment. The promotion of security awareness should target not only employees but also thetravelling public and airport visitors alike: Security is everybodys business.

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Upon completion of this unit, you should be able to:a) Explain the need for airports to carry out testing of all aspects of aviation security

measures. b) Explain some of the means available to conduct such testing.

8.2 U NIT O VERVIEWThe implementation of the most effective security measures and equipment and therecruitment of the best employees would not be complete without assessing their effec-tiveness. We will briefly explain what actions airport operators should take to test theiroverall security programme and to take follow up action for improvement when deemedrequired.

8.3 D EFINITIONSA test means the assessment of the performance of equipment, machines, and peopleagainst pre-established standards; an inspection means the verification of physical fa-cilities by the appropriate authority, while an audit is a verification of documents and

procedures by experts.

8.4 I TEMS S UBJECT TO T ESTING , I NSPECTIONS AND A UDITSThe provision of a secure civil aviation environment rests on several categories of as-sets:

a) Equipment (such as metal and explosive detectors, security gate openers, and

motion detectors). b) Plans and procedures (such as preventative and response measures, emergency

plans, management of the EOC).c) People (who operate equipment, and develop plans and procedures).

These assets must be subjected to regular assessments to determine whether they performaccording to specifications in the case of equipment, whether they meet expected resultsin the case of plans and procedures, and whether they perform according to positionrequirements in the case of employees.

8.5 W HAT C AUSES L ACK OF P ERFORMANCE ?Equipment may perform below specifications due to wear and tear, construction flaws,or because it is not properly set or operated (a human factor, related to training).

Plans and procedures may not produce the expected results because they were developedwith insufficient experience or knowledge of requirements, or with too many unknownfactors.

People may perform below the requirements of their position because they were not properly trained, because they have not used learned skills in a long time, or becausethey have not evolved with a changing environment.

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8.6 C ONSEQUENCES OF L ACK OF P ERFORMANCE IN A C IVIL A VIATION S ECURITY C ONTEXT

Lack of performance on the part of equipment, plans and procedures, and people canhave severe impacts: the main objective of civil aviation security may not be achievedwith the consequence of not properly safeguarding passengers, crews, ground personnel,the general public, aircraft, airports, and navigation facilities against acts of unlawfulinterference. This illustrates the importance of testing, inspections, and audits.

8.7 M ETHODS USED TO T EST , I NSPECT , AND A UDITTesting can be done through a number of actions. Some examples include:

a) Employeesi Periodic written or oral testing of staff performance, knowledge, and adher-

ence to procedures.ii Pre-arranged presence in a restricted area of authorised people without a

visible permit. b) Equipment

i Calibration of screening equipment with sample metallic or explosive ma-terials.

ii Pre-arranged carriage of prohibited objects through screening points byauthorised personnel. This will test the operation of the equipment and thelevel of alertness of screening personnel.

c) Plans and Proceduresi Small-scale exercises simulating a threat or an act of unlawful interference,

with or without activation of the EOC.ii Full-scale exercises simulating an act of unlawful interference, with activa-

tion of the EOC and deployment of all airport and external resources.iii Inspection of effectiveness of prevention measures against passengers

mix.iv Audit of the Airport Security Programme by the National Security Authority,

for compliance with the requirements of the National Civil Aviation SecurityProgramme.

8.8 F OLLOW UP M EASURESTests, inspections and audits have little value unless any weaknesses they reveal are fol-lowed by quick and organised corrective actions. Any such test (and any real incident)should be followed by a debriefing to be attended by all involved parties. The AirportSecurity Committee is a good vehicle to conduct such debriefing and agree on improve-ments.

These improvements will eventually be put to test through an exercise or a real incident,and their effectiveness evaluated: this is how security is constantly improved.

All security measures, equipment, plans and procedures, andemployees must be regularly tested to discover weaknesses, andtake corrective actions.

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1) A well-known employee presents himself at the access point to a restricted area. Heforgot his restricted area permit at home. Which action on the part of the securityguard on duty is appropriate?a) Allow the employee to access the restricted area under the condition that he

presents his permit on the next day. b) Strictly prevent access.c) Call his supervisor to seek advice.d) Allow access under the condition that he remains in his vehicle.

2) A security awareness programme should be designed exclusively for airportemployees.a) True

b) False

3) Name two actions used to test security measures, equipment, or personnel.

Applying Your Learning at WorkAsk permission to attend (as an observer) a security exercise fromthe EOC. Observe what weaknesses appear, and in what. In orderto get the best out of it, attend the exercise debriefing. Whatmeasures were established to correct the observed weaknesses?

Walk through airport public areas and workplaces. Can you seeany security awareness statements?

8.9 U NIT S UMMARY No degree of preparedness would be complete without putting the Airport SecurityProgramme to test. Therefore, screening equipment, staff, plans and procedures must betested regularly in accordance with approved criteria. This will disclose potential weak-nesses that can be corrected to strengthen the performance of equipment, staff, plans,and procedures.

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Module Summary

Civil aviation security is a combination of measures and human and material resources,intended to safeguard international civil aviation against acts of unlawful interference. Itsobjective is to safeguard passengers, crews, ground personnel, the general public, aircraft,airports, and navigation facilities against acts of unlawful interference (Unit 1).

States must establish measures which together will provide a standardised level of securityfor all international flights, in conditions of regular operations, and which are capable ofrapid extension to cope with an increase of security threats or an actual act of unlawfulinterference (Unit 1).

Acts of unlawful interference with civil aviation are mostly carried out by politicallymotivated individuals. Aircraft in flight constitute the main target of such unlawful acts.Consequently, the control of access to aircraft on the ground is of primary importance(Unit 1).

ICAO developed two types of documents addressing the protection of civil aviationagainst acts of unlawful interference: four Conventions and one Protocol; and Annex 17and Document 8973 (Unit 2).

In order to equip themselves with appropriate tools to prevent and respond to unlawfulacts, States must establish their own Civil Aviation Security Programme, and a NationalCivil Aviation Security Authority responsible to develop, implement, and maintain allelements of the National Civil Aviation Security Programme (Unit 3).

At the airport level (where most unlawful acts originate) the airport operator must establishan Airport Security Programme, consistent with the requirements of the National CivilAviation Security programme. This programme consists of preventative and responsemeasures (Unit 4).

The main preventative elements of an Airport Security Programme are the control ofaccess to restricted areas, the control of departing passengers, luggage, and freight; thecontrol of access to aircraft; and the integration of security measures in the design offacilities (Unit 4).

The main response measures are the development of an Airport Security Emergency Planthat includes the provision of an Emergency Operations Centre, and of aircraft isolationareas (Unit 4).

In order to cover all aspects of the protection of access to aircraft, aircraft operators mustdevelop and implement a security programme meeting the requirements of the NationalCivil Aviation Security Programme. This programme covers the control of access toaircraft by unauthorised persons, the detection of prohibited objects on board aircraft,the response to in-flight security incidents, and the participation in the activation andmanagement of the EOC (Unit 5).

Security controls lengthen the total transfer time from the surface mode to the air mode.In order to maintain the speed advantage inherent to air transportation, States should ar-range for the security measures and procedures to cause a minimum of interference with,or delay the activities of, international civil aviation. In all cases, security must prime.Control measures should rely primarily on automated systems to ensure that most pas-sengers go through an efficient and quick control system, while only those passengersand carry on luggage having failed this step are subjected to a longer process (Unit 6).


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The availability of properly trained and qualified personnel is a key element in deliveringan efficient security programme at each airport. In order to achieve maximum impact,security training should be tailored to the needs of different categories of employees.Security awareness complements training by reaching to the whole airport population,including tenants, concessionaires, and the general public (Unit 7).

The most effective security personnel, measures and equipment would not be completewithout assessing their effectiveness. It should be done regularly through theoretical and

practical testing of security personnel, calibration and testing of screening equipment,inspection of security facilities, exercises, and audits of plans and procedures (Unit 8).


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Activities and Discussion

1. By the year 2015, worldwide passenger and luggage volumes are expected to doublefrom todays level. This demand will put tremendous pressure on airport processingfacilities. On the other hand, there is no anticipated overall relaxation of securitymeasures in the air transportation industry. Can facilitation really be achieved whensecurity drives policy?

2. What do passengers want? A worry-free trip. What do airlines want? Satisfied andrepeat customers. What do airports want? More efficient use of facilities. What do

border control agencies want? Improved controls. What do States want? An efficientair transportation system. Everyone wants to increase security, reduce costs, and

provide high customer service. Can this situation go on forever?

3. Freight is relatively immune to time-consuming security screening procedures for thereasons explained in this Module. If the level of threat on freight suddenly increase,with a parallel increase in control requirements, there would be a tremendous loss in

the speed advantage inherent to air transportation. Think about the impact that thiswould have on the shipment of some life-saving items (blood, plasma, medication),and on the screening equipment and processing space required in freight terminals.Can you think of any measures that shippers may devise to maintain the speedadvantage without compromising the requirements of the National Civil AviationSecurity Programme?


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Review

1. Experience demonstrates that aircraft in flight constitute the main target of unlawfulacts against civil aviation.a) True

b) False

2. Name two Conventions developed by ICAO and relating to the protection of civilaviation.

3. The role of the National Civil Aviation Security Committee is to:a) Directly respond to acts of unlawful interference occurring at airports.

b) Provide advice on security policies, recommend measures and procedures andreview their efficiency.

c) Develop aircraft operators security programme.d) All of the above.

4. Name two responsibilities of an Airport Civil Aviation Security Authority.

5. The control of access to restricted areas provided by security fences is more thanadequate. Therefore, there is no requirement for employees working around aircraftto be vigilant.a) True

b) False

6. In the apparent conflict between security and facilitation, the speed advantage inherentto air transportation should prevail.a) True

b) False

7. Only employees directly involved in security screening should be trained in securitymatters.a) True

b) False


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8. Name one means of testing employees and one means of testing screeningequipment.


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Further Reading

ICAO Annex 17, Security Safeguarding International Civil Aviation Against Acts ofUnlawful Interference . 2002 Edition.

Security Manual Against Acts of Unlawful Interference Doc 8973, Fifth Edition,1996.

Convention on Offences and Certain Other Acts Committed on Board Aircraft (Tokyo),1963.

Convention for the Suppression of Unlawful Seizure of Aircraft (The Hague), 1970.

Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation(Montreal), 1971.

Protocol for the Suppression of Unlawful Acts of Violence at Airports Serving Interna-tional Civil Aviation (Montreal), 1988.

Convention on the Marking of Plastic Explosives for the Purpose of Detection (Mon-treal), 1991.

Referencesi ICAO Annex 17 . Aviation Security. 2002 Edition.ii ICAO Annex 17. Aviation Security . 2002 Edition.iii ICAO Annex 17. Aviation Security . 2002 Edition.iv ICAO Doc 8973, Security Manual Against Acts of Unlawful Interference , Fifth

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Module 4 Support Services

Module Prerequisites .....................................................................................................................219

Module Learning Outcomes ........................................................................................................219

Module Overview ...........................................................................................................................219

1 Rescue and Fire Fighting ..................................................................................................2211.1 Unit Learning Outcomes ...........................................................................................2211.2 Unit Overview ..........................................................................................................2211.3 Introduction ...............................................................................................................2211.4 Requirement ..............................................................................................................2211.5 Objective ...................................................................................................................2211.6 Scope .........................................................................................................................221

1.7 Provider .....................................................................................................................2211.8 Response Time ..........................................................................................................2221.9 Equipment and Materials ..........................................................................................2221.10 Level of Protection ...................................................................................................2231.11 Changes in the Level of Service ...............................................................................2241.12 Personnel ...................................................................................................................2241.13 Unit Summary ...........................................................................................................226

2 External Services ................................................................................................................2272.1 Unit Learning Outcomes ...........................................................................................2272.2 Unit Overview ..........................................................................................................2272.3 Water Supply .............................................................................................................227

2.3.1 Introduction The Need for Water ..............................................................2272.3.2 Sources of Water Supply ..............................................................................2282.3.3 Distribution of Water ...................................................................................2282.3.4 Recovery of Water Costs .............................................................................228

2.4 Sanitary Sewage .......................................................................................................2282.4.1 Introduction The Need for Sanitary Sewage ...........................................2282.4.2 Treatment of Raw Sanitary Sewage ............................................................228

2.5 Electrical Power ........................................................................................................2302.5.1 Introduction The Need for Electricity .......................................................2302.5.2 Sources of Electricity ...................................................................................2302.5.3 Distribution of Electricity ............................................................................2302.5.4 Recovery of Electricity Costs ......................................................................230

2.7 Surface Run-off Management ...................................................................................2312.7.1 Introduction .................................................................................................2312.7.2 Management Techniques .............................................................................231

2.8 Communications .......................................................................................................2332.9 Natural Gas ...............................................................................................................2332.10 Solid Waste Management .........................................................................................235

2.10.1 Introduction .................................................................................................2352.10.2 Food Waste ..................................................................................................2352.10.3 Industrial Waste ...........................................................................................2352.10.4 Waste Management ......................................................................................2352.10.5 Purchased and Leased Goods and Services .................................................236

2.11 Unit Summary ...........................................................................................................237


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Module Summary ...........................................................................................................................238

Activities and Discussion ..............................................................................................................239

Review ...............................................................................................................................................240Further Reading ..............................................................................................................................242

References ........................................................................................................................................242


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Support Services

MODULE PREREQUISITESBefore starting this Module, you should be able to:

Understand the interface between airports and their external partners (Mod-ule 1).

Understand the fact that airports are dependent on external services (Modules 1and 2).

MODULE LEARNING OUTCOMESUpon completion of this module, you should be able to:

Explain the requirement for airports to provide Rescue and Fire Fighting services,and the determination of the various categories of service (Unit 1).

Explain the requirement for airports to acquire various external services anddescribe how they use these services (Unit 2).

MODULE OVERVIEW Now that you have learned about all the facilities and services that airports provide totheir customers, we need to discuss what facilities and services they must obtain fromexternal partners.

But first, you will learn about a vital on-airport service that is normally provided by theairport operator: the Rescue and Fire Fighting service directly provided in support of airsafety.

In Module 1, you learned that airports rely on external partners for utilities (such aswater, electricity, and communications). They also rely on these partners to treat theirsanitary and solid waste, and absorb the large quantities of surface run-off water released

by airport surfaces.

In this Module, you will learn about the importance of these utilities, how they are used,who provides them, and how airports recover the cost of providing them.

We will also discuss other services that airport operators must secure from outside sources,in order to function as an enterprise.

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Upon completion of this module, you should be able to:a) Explain the objective of aerodrome Rescue and Fire Fighting services.

b) State the maximum response time to be provided.c) Explain what equipment and materials are used to fight aircraft fires.d) Explain the basis for determining the level of protection to be provided at each

aerodrome.

1.2 U NIT O VERVIEWIn this unit, you will learn about the requirement and objective of aerodrome Rescue andFire Fighting services. You will learn about their scope and providers, and the maximumresponse time to an aircraft accident. We will then briefly discuss the equipment and ma-terials used in fighting aircraft fires. Finally, you will learn about the basis for determiningthe level of Rescue and Fire Fighting services to be provided at a specific aerodrome.

1.3 I NTRODUCTIONAlthough aircraft accidents and fires are very rare, they do occur. Therefore, rescue andfire fighting measures must be available for immediate response. The aerodromes Rescueand Fire Fighting services provide them.

1.4 R EQUIREMENTICAO requires that Rescue and Fire Fighting services and equipment be provided at allaerodromes.

1.5 O BJECTIVEThe objective of Rescue and Fire Fighting services is to save lives after a survivableaccident. It is achieved by extinguishing fire and by assisting passengers and crew toevacuate the aircraft safely.

1.6 S COPEMost aircraft accidents occur on the aerodrome or during the few seconds preceding alanding or following a take off. Therefore, Rescue and Fire Fighting services are providedon the aerodrome and in its immediate vicinity.

The requirement to fight building and other structural fires is not taken into account.

1.7 P ROVIDERThe airport operator normally provides Rescue and Fire Fighting services. However,other suitably equipped and located agencies may provide them.

Since aerodrome Rescue and Fire Fighting services are neither responsible nor equipped torespond to building and other structural fires, other agencies must be available to respondto them. Airport operators often rely on the nearest municipal Fire Fighting service to doit. It requires that this service be familiar with the airport layout, its access points, andits building occupants and uses.

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1.8 R ESPONSE T IMEResponse time is defined as the time elapsed from the initial call for assistance to the firsteffective intervention by a Rescue and Fire Fighting vehicle. In optimum conditions ofvisibility and surface conditions, the response time to the end of each runway should betwo minutes; it should not exceed three minutes i.

1.9 E QUIPMENT AND M ATERIALSAircraft fires are caused by fuel carried in their tanks that ignites in flight or followingan accident on the ground. The extinguishing agent used to fight aircraft fires is foam.It is produced by mixing water with a dry chemical powder. The foam produced is then

pumped and discharged onto the fire.

The equipment used to carry water and dry chemical, and to discharge foam on a fireconsists of trucks, specially designed for this task and capable of manoeuvring on un-

prepared surfaces (Figure 1).

Figure 1: Typical Aerodrome Fire-Fighting Vehicle

When an aerodrome is located near a body of water or a marshy area, the equipmentused should be capable of responding to an aircraft accident occurring on water or onwet ground (Figure 2).

Figure 2: Rescue Boat Standing by Near the End of a Runway


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1.10 L EVEL OF P ROTECTIONGiven the range of aerodrome activity and the size of aircraft serving an aerodrome, thelevel of Rescue and Fire Fighting services to be provided varies. It is based on the lengthof the longest aircraft serving the aerodrome on a regular basis.

There are currently ten aerodrome categories for Rescue and Fire Fighting, numberedfrom 1 to 10, in increasing order of requirements (Figure 3).

Figure 3: Ten Aerodrome Categories for Rescue and Fire Fighting 1

The applicable category determines the quantity of water and dry chemical to be madeavailable and the discharge rate of foam that vehicles must be capable of delivering.

Ultimately, the above quantities determine the number of vehicles and fire fighters thatmust be provided. One vehicle may be sufficient for a small airport, while large airportsserving numerous large aircraft should have at least three.

Rescue and Fire Fighting services must be provided at all aero-dromes. Their objective is to save lives. The response time to anon-aerodrome accident should be two minutes in optimum condi-tions. The length of the longest aircraft serving the aerodromedetermines the level of protection required.

1 ICAO Annex 14, Aerodromes

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1.11 C HANGES IN THE L EVEL OF S ERVICEWhen traffic characteristics change significantly and stabilise themselves at a higheror lower level, the aerodrome category must be adjusted accordingly, and the change

published.

When, for reasons of equipment unavailability (break down or maintenance), the aero-drome operator becomes unable to maintain the published category, he must informaircraft operators and Air Traffic Services. Once the situation returns to normal, affected

parties must be advised immediately.

1.12 P ERSONNELAerodrome fire fighters must be trained, fit, and qualified to carry out their functionsefficiently. They should regularly participate in exercises designed to test their techni-cal and physical skills, and their equipment. Exercises consist in extinguishing practicefires and in participating in aerodrome-wide emergency exercises. The presence of arepresentative from the Rescue and Fire Fighting services at the EOC or at the CommandPost during exercises and real emergencies is key.

Applying Your Learning at WorkAsk around your airport, or research appropriate AeronauticalInformation Publications, to find out the published category forRescue and Fire Fighting services.


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1) Rescue and Fire Fighting services should be provided exclusively on aerodrome property.a) True

b) False

2) Rescue and Fire Fighting services should provide a response time not exceeding:a) Ten minutes

b) Five minutesc) Three minutesd) One minute

3) The level of Rescue and Fire Fighting protection to be provided at a given aerodromeis determined based upon:a) The annual number of aircraft movements.

b) The length of the longest aircraft serving the aerodrome regularly.c) The number of seats of the largest aircraft serving the aerodrome.d) The weight of the heaviest aircraft serving the aerodrome.

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1.13 U NIT S UMMARYICAO requires that aerodromes pr

Documents

Iata Airport Operations