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Chpt 5 commercial airport avsec
SECURING COMMERCIAL AIRPORTS
Responsibility between airport operator & TSA
Before 9/11 every aspect of airport security was responsibility of airport operator
    except passenger screening
    *FAA oversaw both airport and airlines compliance with aviation security
    regulations.... Since 9/11 boundaries are blurred
    TSA migrating to other managing apsects:
           behavior detection
           bomb assessment officers civilian K-9 officers
           Deployable law enforcement personnel
           Visible intermodal protection and response teams
           Travel document checks
           *now deploying millimeter wave imaging technologies throughout public
    areas of         terminal
    TSA now regulates some GA airports.
CHALLENGE OF COMMERCIAL AIRPORT
SECURITY IN THE USA
Airport security focuses on protecting the airfield and aircraft through
    controlling access of the general public and aviation employees, while
    still allowing those passengers and employees to efficiently move
    through the facility.


TSA, Customs & Border Protection, domestic and foreign air carriers
   control many areas of an airport – complicating airport operations


TSA can change authority oversight for a particular area of an airport
   depending on the time of day or staffing requirements:
        2006 – TSA determined screening checkpoint exit lanes were
   responsibility of airport operator, sometimes.
         *TSA accused of fixing budget and staffing challenges under
   guise of security
AIRPORT SECURITY IS A TEAM EFFORT
TSA provides regulatory oversight over airport security practices
Airport operator must develop and implement prescribed security practices


Who is the FSD? (Federal Security Director)
What does the FSD do?
FEDERAL SECURITY DIRECTOR
FSD clarifies the application of transportation security regulations and
   provides guidance on complying with the policies set forth by the TSA
FSD provides guidance on systems, methods, and procedures by which
   airport and aircaft operators may comply with regulations and security
   directives
FSD approves the Airport Security Program.
AIRPORT SECURITY COORDINATOR - ASC
ASC is one of the most important people within the airport security system
ASC drafts and enforces provisions of the airport security program
ASC implements policies set forth by security directives
ASC oversees credentialing and access control
ASC is primary liaison between the federal security director and other
  outside agencies with aviation security responsibilities
ASC must be available 24 hours a day (most airports have an alternate
  ASC)
ASC may have other airport management duties
ASC must have comprehensive understanding of the security regulations
  and policy requirements of TSA to carry out key responsibilities
ASC must know regulations: Title 49 CFR Parts: 1540, 1542, 1544, 1546
TSA does not approve individual airport security coordinator training
   programs – ASC training program must cover required curriculum
   elements – best practice is formal industry training or certification
   courses such as offered by AAAE


ASC required for retraining if 2-year break
DESIGNATED RAMP OBSERVER - DRO
Airports with limited commercial service are approved to have an alternate
    means of compliance with security program requirements.
Designated Ramp Observer program is most common at remote airports in
   Alaska.
DRO is assigned to oversee the security of the commercial service
  operation for the duration of the operation
        *Before arrival of commercial service aircaft, DRO inspects the
   operation area for unauthorized individuals or contraband.
         *DRO visually observes the entire commercial service operation
   including:
                  *Arrival of the aircraft
                  *Debarkation and boarding
                  *Screening
                  *Departure
        The DRO cannot have other duties during a commercial flight
   operation.
ENFORCING THE AIRPORT SECURITY PROGRAM
- ASP
TSA’s enforcement authority comes from Title 49, CFR Part 1540
   *Airport Operator is also required to enforce the ASP
ASC is directed to immediately initiate corrective action for any instance of
  noncompliance with this part, it’s security program, and applicable
  Security Directives
The punitive measures are required to be outlined in the Airport Security
   Program
Some airport’s rules and regulations have been converted to local
  ordinance, making them enforceable under local laws.
COMMON VIOLATIONS OF AIRPORT SECURITY
PROGRAMS
*leaving SIDA access door open and unattended
*allowing other authorized employees onto SIDA by ‘piggy-backing’
*failing to wear access/ID in the SIDA
*failing to challenge an un-badged individual in the SIDA
*loaning one’s airport access media,
*intentionally breaching security by blocking a door open, jumping over
    airport perimeter fence
*allowing unauthorized individuals into the security areas
*interfering with or assaulting security personnel
*falsifying or altering airport access media
COMMERCIAL SERVICE AIRPORT AREAS
1.    Airside:
     1. Secured areas, air operations areas, and security identification display areas (SIDA).
        1. Secured area represents highest level of security protection
        2. Air Operations Areas (AOA) represent the lowest level of protection
            1. Traveling public is normally not allowed access to airside near the commercial service aircraft
               except where public walks outside to the aircraft.
2.    Terminal:
     1. Public, non-public, and sterile areas
        1. Public areas: ticket counters;
        2. Non-public areas: vendor storage areas, tenant administrative offices;
        3. Sterile area is divided from the public areas with a security –screening checkpoint and may extend
           beyon the screening checkpoint into the concourse
3.    Landside:
     1. Commercial and private vehicle areas
     2. Operations include private and commercial passenger vehicle pickup and drop off areas, rail, and
       subway access
     3. Do not have specific security classification, but maintain highly important security considerations
STERILE AREAS
TSA describes a sterile area as a portion of an airport, specified in the
   Airport Security Program that provides passengers access to boarding
   aircraft and to which access generally is controlled by TSA or by an
   aircraft operator under 49 CFR 1544 or a foreign air carrier under 49
   CFR 1546.
ICAO recommends two types of secuirty areas in an airport: the Security
   Identification Display Area (SIDA) and the Air Operations Area (AOA).
SECURITY IDENTIFICATION DISPLAY AREA -
SIDA
*Includes areas where identification is necessary but access control may
    not
   - air carrier administrative areas
   - fuel farms
   - cargo areas
*Security Training
*Requires Identification display and challenge for individuals without ID
   displayed.
*Requires Criminal History Record Check (CRHC)


SIDA relates to ID display and CHRC only. Access controls are determined
   by requirements of Air Operations Area or secured area location in
   relation to the SIDA. It cannot be a secured area by itself.

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Chpt 5 commercial airport avsec

  • 2. SECURING COMMERCIAL AIRPORTS Responsibility between airport operator & TSA Before 9/11 every aspect of airport security was responsibility of airport operator except passenger screening *FAA oversaw both airport and airlines compliance with aviation security regulations.... Since 9/11 boundaries are blurred TSA migrating to other managing apsects: behavior detection bomb assessment officers civilian K-9 officers Deployable law enforcement personnel Visible intermodal protection and response teams Travel document checks *now deploying millimeter wave imaging technologies throughout public areas of terminal TSA now regulates some GA airports.
  • 3. CHALLENGE OF COMMERCIAL AIRPORT SECURITY IN THE USA Airport security focuses on protecting the airfield and aircraft through controlling access of the general public and aviation employees, while still allowing those passengers and employees to efficiently move through the facility. TSA, Customs & Border Protection, domestic and foreign air carriers control many areas of an airport – complicating airport operations TSA can change authority oversight for a particular area of an airport depending on the time of day or staffing requirements: 2006 – TSA determined screening checkpoint exit lanes were responsibility of airport operator, sometimes. *TSA accused of fixing budget and staffing challenges under guise of security
  • 4. AIRPORT SECURITY IS A TEAM EFFORT TSA provides regulatory oversight over airport security practices Airport operator must develop and implement prescribed security practices Who is the FSD? (Federal Security Director) What does the FSD do?
  • 5. FEDERAL SECURITY DIRECTOR FSD clarifies the application of transportation security regulations and provides guidance on complying with the policies set forth by the TSA FSD provides guidance on systems, methods, and procedures by which airport and aircaft operators may comply with regulations and security directives FSD approves the Airport Security Program.
  • 6. AIRPORT SECURITY COORDINATOR - ASC ASC is one of the most important people within the airport security system ASC drafts and enforces provisions of the airport security program ASC implements policies set forth by security directives ASC oversees credentialing and access control ASC is primary liaison between the federal security director and other outside agencies with aviation security responsibilities ASC must be available 24 hours a day (most airports have an alternate ASC) ASC may have other airport management duties ASC must have comprehensive understanding of the security regulations and policy requirements of TSA to carry out key responsibilities ASC must know regulations: Title 49 CFR Parts: 1540, 1542, 1544, 1546
  • 7. TSA does not approve individual airport security coordinator training programs – ASC training program must cover required curriculum elements – best practice is formal industry training or certification courses such as offered by AAAE ASC required for retraining if 2-year break
  • 8. DESIGNATED RAMP OBSERVER - DRO Airports with limited commercial service are approved to have an alternate means of compliance with security program requirements. Designated Ramp Observer program is most common at remote airports in Alaska. DRO is assigned to oversee the security of the commercial service operation for the duration of the operation *Before arrival of commercial service aircaft, DRO inspects the operation area for unauthorized individuals or contraband. *DRO visually observes the entire commercial service operation including: *Arrival of the aircraft *Debarkation and boarding *Screening *Departure The DRO cannot have other duties during a commercial flight operation.
  • 9. ENFORCING THE AIRPORT SECURITY PROGRAM - ASP TSA’s enforcement authority comes from Title 49, CFR Part 1540 *Airport Operator is also required to enforce the ASP ASC is directed to immediately initiate corrective action for any instance of noncompliance with this part, it’s security program, and applicable Security Directives The punitive measures are required to be outlined in the Airport Security Program Some airport’s rules and regulations have been converted to local ordinance, making them enforceable under local laws.
  • 10. COMMON VIOLATIONS OF AIRPORT SECURITY PROGRAMS *leaving SIDA access door open and unattended *allowing other authorized employees onto SIDA by ‘piggy-backing’ *failing to wear access/ID in the SIDA *failing to challenge an un-badged individual in the SIDA *loaning one’s airport access media, *intentionally breaching security by blocking a door open, jumping over airport perimeter fence *allowing unauthorized individuals into the security areas *interfering with or assaulting security personnel *falsifying or altering airport access media
  • 11. COMMERCIAL SERVICE AIRPORT AREAS 1. Airside: 1. Secured areas, air operations areas, and security identification display areas (SIDA). 1. Secured area represents highest level of security protection 2. Air Operations Areas (AOA) represent the lowest level of protection 1. Traveling public is normally not allowed access to airside near the commercial service aircraft except where public walks outside to the aircraft. 2. Terminal: 1. Public, non-public, and sterile areas 1. Public areas: ticket counters; 2. Non-public areas: vendor storage areas, tenant administrative offices; 3. Sterile area is divided from the public areas with a security –screening checkpoint and may extend beyon the screening checkpoint into the concourse 3. Landside: 1. Commercial and private vehicle areas 2. Operations include private and commercial passenger vehicle pickup and drop off areas, rail, and subway access 3. Do not have specific security classification, but maintain highly important security considerations
  • 12. STERILE AREAS TSA describes a sterile area as a portion of an airport, specified in the Airport Security Program that provides passengers access to boarding aircraft and to which access generally is controlled by TSA or by an aircraft operator under 49 CFR 1544 or a foreign air carrier under 49 CFR 1546. ICAO recommends two types of secuirty areas in an airport: the Security Identification Display Area (SIDA) and the Air Operations Area (AOA).
  • 13. SECURITY IDENTIFICATION DISPLAY AREA - SIDA *Includes areas where identification is necessary but access control may not - air carrier administrative areas - fuel farms - cargo areas *Security Training *Requires Identification display and challenge for individuals without ID displayed. *Requires Criminal History Record Check (CRHC) SIDA relates to ID display and CHRC only. Access controls are determined by requirements of Air Operations Area or secured area location in relation to the SIDA. It cannot be a secured area by itself.