CM Module 3

Aircraft operator security coordinator

Aircraft operators (i.e. the airlines) must designate one Aircraft Operator Security Coordinator (AOSC) for their airline. This individual acts as the primary point of contact for the TSA in all security issues and compliance with the AOSSP and is the recipient of the distribution of Security Directives and Information Circulars to those aircraft operator employees with security responsibilities. The AOSC can most closely be compared to the Airport Security Coordinator; however, the AOSC has a much larger geographical area to oversee.

Contingency plans

Airport operators are required to have contingency plans and to implement the plans when directed by TSA or DHS. The contingencies are tied to the National Terrorism Advisory System (NTAS), which has two levels—Elevated Threat and Imminent Threat. Airports must review and exercise the contingency annually, through a tabletop or other exercise, as specified in the ASP with all persons who have responsibilities under the plan, to ensure that all involved parties know their responsibilities and that all information in the plan is current.

Causes of pavement deterioration

Environmental and structure

OTHER AIRPORT OPERATIONAL ELEMENTS AND ISSUES (TERMINAL, LANDSIDE, AND UAV)

OTHER AIRPORT OPERATIONAL ELEMENTS AND ISSUES (TERMINAL, LANDSIDE, AND UAV)

Inspection of HAZMATS

The establishment of fueling safety standards under Part 139 requires airport management to inspect various fueling operations on the airport every three months.

Responsibilities of ARFF

The primary responsibility of ARFF crew members is to create a path for the evacuation and/or rescue of aircraft passengers and crew members. The second responsibility is to extinguish or neutralize the fire and explosion or the potential for such. Once a fire is extinguished, primary ARFF responders then assist survivors.

Security programs for a commercial service airport

There are three security programs for a commercial service airport—Complete, Supporting, and Partial. Airport operators determine the type of security program necessary based upon the category of their airport. The category is determined by the number of domestic and international enplanements in addition to other components including proximity of the airport to major population centers, the scope and nature of operation at each particular airport, the type of operations located at the airport (i.e., military-use airfield combined with a civilian- use airfield), geopolitical circumstances, and the desires of the TSA.

Transportation security officers

They conduct the screening of passengers and carry-on and checked baggage, while also staffing the majority of screening checkpoints throughout the United States. TSOs also conduct the Travel Document Check and some serve as Behavior Detection Officers (BDOs), who are specially trained to identify suspicious individuals, which can be referred for secondary screening (if they are a passenger), or to law enforcement for additional investigation.

Title 49, Part 1542

Title 49 CFR Part 1542 (Airport Security) specifically covers commercial service airports in the United States, including those airports with service by aircraft operators that are required to be under a security program (the airlines') and public and private charters. As of yet, GA airports are not required to have a TSA approved security program. Part 1542 embodies the key security requirements for commercial Airport Operators. It includes the role and responsibilities of the Airport Security Coordinator (ASC), access control systems, personnel's identification systems (including the Criminal History Record Check process, law enforcement personnel, and response requirements), contingency planning, and incident response.

Purpose of an AEP

To provide for: (1) the delegation of authority, (2) the assignment of responsibilities, (3) the coordination of efforts by responding personnel, and (4) an orderly transition between normal and emergency operations.

A safety conscious organization actively utilizes:

(1) a set of standards; (2) investigations and resolution of incidents or hazards; (3) an internal reporting system; and (4) individuals trained to recognize unsafe conditions.

Part 107 allows operations of drones of less than 55 pounds without a COA, provided the operator has a Remote Pilot Airmen Certificate (FAAd, 2016), which requires the passage of an aeronautical knowledge test in addition to the following:

1. The drone is operated using line-of-sight (LOS) or first-person view with an LOS observer; 2. Fly during daylight or in twilight (30 minutes before official sunrise to 30 minutes after official sunset), with appropriate anti-collision lighting; 3. The weather must be a visibility of three miles or greater from the control station; 4. The maximum allowable height is 400 feet above ground level; 5. The maximum speed is 100 mph.

In addressing wildlife hazards at a certificated airport, one of three types of entries is needed in the ACM:

A statement of negative activity; a brief statement of the no-hazard findings of a WHA; or a WHMP. If it has been determined that an airport must have a Wildlife Hazard Management Plan, it then becomes a permanent part of the ACM.

Most common NOTAMS

A variety of NOTAM types exist, mostly related to the agency issuing the NOTAM or the method in which it has been issued. Of importance to Airport Executives are the most common NOTAMs: Civil NOTAMs, FDC NOTAMS, Military NOTAMS, Center Area NOTAMs, and NOTAM (D). FDC NOTAMS are regulatory in nature. Airports certificated under FAR Part 139 must describe NOTAM issuance procedures (including a list of personnel authorized to issue NOTAMs for the airport) and required documentation in the ACM.

AIRFIELD MAINTENANCE AND SAFETY STANDARDS

AIRFIELD MAINTENANCE AND SAFETY STANDARDS

AIRPORT EMERGENCY MANAGEMENT AND COMMUNICATIONS

AIRPORT EMERGENCY MANAGEMENT AND COMMUNICATIONS

AIRPORT SAFETY AND CERTIFICATION

AIRPORT SAFETY AND CERTIFICATION

AIRPORT SAFETY PROGRAMS

AIRPORT SAFETY PROGRAMS

AIRPORT SECURITY

AIRPORT SECURITY

Inspection checklist records

Airports certificated under Part 139 must retain the regularly scheduled inspection checklist for 12 consecutive calendar months (CCM). A consecutive calendar month goes to the end of the month.

Approach lightning system

Approach lighting systems are designed to facilitate the pilot's transition from instrument flying to visual identification of the landing runway. Depending on the system installed, the ALS generally consists of five components: sequence flashing lights, approach lights, crossbar lights, runway end identifier lights (REIL), and visual approach slope indicator (VASI) or precision

Customer facility charges

Customer Facility Charges (CFCs) is a fee charged to customers accessing the airport by commercial transportation (taxis, limos, or ride-share), leased space for rental car operations, and parking lot revenue.

Ground security coordinators

Ground Security Coordinators (GSCs) are airline employees assigned to manage security functions for each passenger and cargo flight. They are trained to handle a variety of issues pertaining to the security of the airline operations.

Irregular operations

Irregular operations, or "IROPS," are exceptional events that require actions and/or capabilities beyond those considered usual by an airport operator. IROPS-related events can be termed as: Surge, Capacity, After-Hours, and Extended Stay. A Surge occurs when a high level of aircraft and passengers flow into the airport; a Capacity IROPS occurs then the airport terminal hits its full passenger capacity and all gates become full with aircraft; an After-Hours IROP occurs when an aircraft lands with passengers that need to deplane at irregular hours; and an Extended Stay IROP occurs when passengers and aircraft may be suck at the airport for an extended period of time, such as a day or more.

Playbook

Originally called the Aviation Direct Access Screening Program (ADASP), which focused on randomly screening employees working at the airport throughout the terminal and Security Areas, TSA has expanded the ADASP to what is now known as "Playbook." Playbook is based on using random antiterrorism measures, such as random checks of personnel operating in the cargo areas of an airport or other locations and putting on a display of force with Federal Air Marshals, Transportation Security Officers, and canine personnel.

Two general categories of pavement:

Pavement falls within two general categories: flexible or rigid. The two types of pavement, asphalt and concrete, have different characteristics. Asphalt can be laid without expansion joints and is generally less expensive and faster than concrete to install, but it requires higher maintenance. Concrete, a rigid form of pavement, is poured into distinctive slabs that require seams or joints to allow for expansion and contraction, thus contributing to its higher cost. The advantage of concrete, however, is that it can withstand much higher aircraft loads than an equivalent thickness of asphalt. It also resists weathering and oil or fuel spillage.

There are five essential customer touch points where Airport Executives have opportunities to positively influence the passenger experience:

Physical, subliminal, human, procedural, and communicative.

A successful safety self-inspection program has four key components:

Regularly scheduled inspection, continuous surveillance inspection, periodic condition inspection, and special inspection.

Phases of an emergency

Response, investigation, and recovery.

Security officers

Security officers, or unarmed security guards, are frequently used at airports to provide perimeter security, staff vehicle entry gates, and patrol the airfield to enforce the Airport Security Program to respond to computer alarms from the access control system. Unarmed security officers can assist in evacuations, such as when a security breach occurs and a concourse needs to be cleared and searched, and can be used to respond to contingencies and incidents. Many security officer supervisors and managers are accredited through the American Society of Industrial Security and their primary accreditation program, the Certified Protection Professional (CPP).

Eight signs of terrorism, airport employees must be trained on:

Surveillance, elicitation, testing security, funding, acquiring supplies, impersonation, rehearsal, and deployment.

Airport Certification Manual

The ACM is developed by the airport operator and submitted to the FAA for approval; once approved, the ACM becomes the regulations for that specific airport. A violation of an airport's own ACM is treated as a violation of Part 139. The ACM requirement is a mechanism by which the FAA can fulfill its safety oversight function without having to monitor all airports holding a Part 139 certificate on a daily basis.

The Airport Operating Certificate (AOC)

The Airport Operating Certificate (AOC) is issued to a commercial service airport (enplaning 2,500 or more passengers annually) when it has passed the FAA safety inspection. Compliance is obtained by developing an Airport Certification Manual (ACM)

Snow and ice control plan

The Snow and Ice Control Plan (SICP) is part of the Airport Certification Manual and includes at least two separate phases. Phase #1 addresses pre and post-winter subjects that prepare the airport operator for the new winter season. This phase may include revising the existing SICP after the winter season ends. Phase #2 addresses the instruction and procedures that should be taken by the airport operator when dealing with winter storms and notifying airport users in a timely manner when less than satisfactory conditions exist.

Trusted agent

The Trusted Agent is another position required by TSA. Trusted Agents are usually members of the airport's badging (e.g. credentialing) offices who are directly responsible for the collection and processing of Personally Identifiable Information (such as a driver's license) and Sensitive Personally Identifiable Information (such as an Alien Registration Number or Social Security Number), and the collection and processing of fingerprints from airport identification badge applicants. Trusted Agents must pass the TSA credentialing requirements for a badge holder and are primarily involved in processing the FBI's Criminal History Record Check and the TSA's Security Threat Assessment for badge (identification/access media) applicants.

Flash point

The degree or ease of ignition refers to the flash point of the various materials or substances. The flash point is reached when the vapors given off form an ignitable mixture. The difference between a combustible and a flammable material is distinguished by the flash point. A material with a flash point at or above 100 degrees Fahrenheit is considered combustible. Flammable material is distinguished by flash points below 100 degrees Fahrenheit and/or a vapor pressure not exceeding 40 psi. Jet-A fuel is considered a combustible fluid because it has a flash point greater than 100 degrees Fahrenheit. Aviation gasoline, with a flash point well below 100 degrees Fahrenheit, is considered a flammable fluid.

Airport's firefighting index

The determination of equipment and agent needs is based on the airport's firefighting index. The index is calculated on the length of the most demanding air-carrier aircraft that serves the airport and the number of average daily departures. The seating capacity of the aircraft indicates the level of casualty-handling facilities that may be needed.

The three classes of unmanned aircraft system operations are:

(1) Public, (2) Civil, and (3) Model Aircraft. Public UAVs are essentially aircraft operated by the U.S. government or another entity authorized to operate on the governments' behalf. Civil UAVs are those that do not qualify under the definition of Public, and may be used to perform commercial or other operations that are considered non-hobby or non-recreational in low-risk, controlled environments. The FAA now classifies drones weighing 55 pounds or less and used by a hobbyist as "model aircraft."

Wildlife control is based on two approaches:

(1) habitat modification and (2) active control. Habitat management or modification is a planned activity, which begins with the identification of habitat, consideration of alternatives for modification or elimination of the habitat, and then the incorporation of changes into a long-term, land-use management practice. Active control includes scaring, dispersing, trapping, and controlling through lethal methods the animals causing problems.

Three things help prevent links in the chain of events from forming:

(1) proper design of a component or system, (2) safeguards and (3) employees making correct safety decisions and actions.

Approval of the ACM occurs at two levels:

(1) the airport operator level and (2) the FAA level, as indicated by appropriate signatures. An approved ACM generally results in the issuance of an Airport Operating Certificate.

Before the time the NTSB or its authorized representative takes custody of aircraft wreckage, mail, or cargo, such wreckage, mail, or cargo may not be disturbed or moved, except to the extent necessary to:

(a) remove persons injured or trapped; (b) protect the wreckage from further damage; or (c) protect the public from injury.

The effectiveness of an emergency plan depends on three critical elements:

1) command, 2) control, and 3) communication.

NOTAM

A Notice to Airmen is a notice containing information that is not known sufficiently in advance to publicize by other means, about the establishment, condition, or a change in any component (i.e. facility, service, procedure, or hazard in the National Airspace System), the timely knowledge of which is essential to personnel concerned with flight operations (FAA, 2015). The purpose of the NOTAM system is to disseminate information on unanticipated or temporary changes to components of, or hazards in, the National Airspace System, until associated aeronautical charts and other related publications can be amended. The National Flight Data Center (NFDC) in Washington, D.C., has overall management responsibility for the NOTAM system.

Compass rose

A compass rose, typically a surface painted marking, is located in an area large enough for an aircraft to maneuver and align to the different magnetic headings indicated on the pavement. The compass rose is used to help calibrate the aircraft magnetic compass, which needs to be periodically adjusted to account for the Earth's magnetic flux.

Airfield signs

Airfield signs provide useful information to ground vehicle operators while they are driving on the airport, and to pilots during takeoff, landing, or taxiing (for examples, see Figure 6). Airfield signs, normally located on the left-hand side in the direction of travel (except for runway exit signs), are intended to provide easy determination of a pilot/ground operator's location, where he or she needs to go, and/or where he or she needs to stop until further clearance is given. Signs and markings also identify boundaries of approach areas, Instrument Landing System critical areas, runway safety areas, and/or obstacle-free zones.

Historically, the primary threats to aviation are (in no particular order):

Airline bombing, Airline hijacking, Airport assault (active shooter, vehicle born improvised explosive device, suicide, bomber or "leave-behind" bomber), Surface-to-air missile attacks. Newer threats to aviation include cyber-attacks, laser attacks, use of an unmanned aerial vehicle as an improvised explosive device, or as an obstruction to aircraft flight, and chemical, biological, radiological attacks using either aviation or occurring on airplanes and airports.

Incident management

Airport operators must establish procedures to evaluate bomb threats, sabotage threats, aircraft piracy, and other unlawful interferences to civil aviation. Immediately upon direct or inferred receipt of a threat of any of the incidents, airport operators must: 1. Evaluate the threat according to the ASP; 2. Initiate appropriate actions, as specified in the AEP and the appropriate sections of the ASP; and 3. Immediately notify TSA of acts or suspected acts of unlawful interference to civil aviation operations, including specific bomb threats to aircraft and airport facilities. General Aviation Airport Security

Levels of alerts for emergency situations:

Alert I (Local Standby): An aircraft that is known or suspected to have an operational defect that should not normally cause serious difficulty in achieving a safe landing. No response is required. Response units involved will be staffed and will stand by in quarters. Alert II (Full Emergency): An aircraft that is known to have, or is suspected to have, an operational defect that affects normal flight operations if there is danger of an accident. All units respond to pre-designated positions. Alert III (Aircraft Accident): An aircraft incident/accident has occurred on or near the airport. All designated emergency response units proceed to the scene according to established plans and procedures.

Airport security program

All commercial service airports that are required to follow Part 1542 must draft an Airport Security Program (ASP). The ASP describes how that specific airport will comply with the federal regulations (i.e. 1542) and applicable Security Directives (SD). Each ASP is unique although the general format and table of contents are similar as they are set forth by the TSA. Each ASP is meant to address the unique design and operational characteristics of a commercial service airport. Each page of the ASP must be approved and signed by the Federal Security Director. Each ASP must provide for the security of persons and property on an aircraft against criminal violence and aircraft piracy, and must prevent unauthorized weapons, explosives, or incendiaries from being carried aboard those aircraft.

Sections of an AEP

An AEP includes four sections: the basic plan, the functional annexes, the hazard-specific sections, and standard operating procedures (SOPs).

Emergency operations center

An Emergency Operations Center (EOC) is activated during certain airport emergencies. The function of the EOC is to provide support to Incident Command personnel and coordinate other necessary support functions, which may also include assistance to the airport operator in keeping the airport open (if possible).

Part 139 requires airport management to conduct a Wildlife Hazard Assessment when any of the following events occur on or near the airport:

An air carrier aircraft experiences multiple bird strikes; an air carrier aircraft experiences substantial damage from striking wildlife; an air carrier aircraft experiences an engine ingestion of wildlife; wildlife of a large enough size, or in numbers that are capable of causing an accident, is observed to have access to any airport flight pattern or aircraft movement area.

Notice to Airmen

As result of the self-inspection process, the operator should issue a Notice to Airmen (NOTAM), to report deficient conditions that could have an immediate and critical impact on the safety of aircraft operations.

ARFF performance requirements

At certificated airports the first responding ARFF equipment must reach the mid-point of the furthest air carrier runway and begin to apply the firefighting agent within three minutes from the time the alarm sounds with all required onboard personnel in full protective gear. All other vehicles (if required) must reach the same point within four minutes. Under Part 139, ARFF equipment is required to be available 15 minutes prior to the arrival of the air carrier aircraft and remain for 15 minutes after it departs.

During the inspection of NAVAIDs, the inspector should:

Determine if the Runway End Lights are flashing in proper sequence, check Visual Glide Slope Indicators to ensure that their lights are working, determine if the Approach Lighting systems are functioning properly; and report and monitor any NAVAID that is malfunctioning, inoperable, misaligned, damaged, or missing.

Federal security director

Each commercial service airport has an FSD assigned to it (FSDs are now regional in nature, so one FSD may have several airports under their oversight). The Federal Security Director's duties are extensive but can be categorized as follows: Service functions, including the screening of passengers, carry-on, and checked baggage; Regulatory functions, including airport and aircraft operator compliance inspections and approval of Airport Security Programs, oversight of the canine program, and internal investigations; and Administrative functions, including staffing, budget and finance personnel, human resource personnel, engineering, procurement, public relations officers, and stakeholder managers.

Operators "model aircraft" UAVs must follow these requirements:

Fly below 400 feet and remain clear of surrounding obstacles; keep the aircraft within visual line of sight at all times; remain well clear of and do not interfere with manned aircraft operations; do not fly within 5 miles of an airport unless you contact the airport and control tower before flying; do not fly near people or stadiums; do not fly an aircraft that weighs more than 55 lbs.; do not be careless or reckless with an unmanned aircraft; one could be fined for endangering people or other aircraft.

Transportation security expert (explosive)

Formerly known as Bomb Appraisal Officers (BAO), TSSEs provide guidance to the assigned Federal Security Director and screening personnel on issues involving explosives, improvised explosive devices (IEDs), and Chemical, Biological, Radiological, and Nuclear (CBRN) threats. TSSEs often work with local law enforcement personnel in the reconciliation of suspect baggage, either at the checkpoint or throughout the airport.

Division of airports from a security perspective

From a security perspective, commercial service airports can be divided into public and non-public areas, and various levels of security areas. Public and non-public spaces are not explicitly regulated by TSA. For security areas, TSA recognizes four types, describing where each area must be established and what level of security must be carried out in those areas: sterile area, secured area/SIDA, security identification display area (SIDAs), the air operations area (AOA).

Law enforcement officers (airport police) must meet the following qualifications while on duty:

Have arrest authority, are identifiable, are armed with a firearm and authorized to use it; have completed a training program that meets the requirements for law enforcement officers, must be trained in the use of firearms, detention, search, arrest, and any other subject TSA deems necessary; and must be trained in their responsibilities under the Airport Security Program, which includes the requirement to support and enforce the provisions of the ASP; should be trained in the courteous and efficient treatment of persons subject to inspection.

Physical access control system

It is the system used at commercial service airports to control access between the security areas and the public areas of the airport. PACS controls the flow of authorized personnel such as airport and airline employees; PACS is not intended to control the flow of passengers, but rather to prevent passengers from accessing airside areas used by authorized personnel.

General aviation hotline

It serves as a centralized reporting system for GA pilots, airport operators, and maintenance technicians who wish to report suspicious activity at their respective airfields. The hotline was developed in coordination with the Aircraft Owners and Pilots Association to complement the AOPA Airport Watch Program.

Wind cone requirement

Part 139 certificate holders must provide and maintain a wind cone on its airport that visually provides surface wind direction information to pilots. In addition, for each runway utilized by air carriers, a supplemental wind cone must be installed at a point that is visible prior to takeoff and while on final approach to landing. If the airport is open for air carrier operations at night, the wind direction indicators, including the required supplemental indicators, must be lighted.

ARFF Personnel, Training, and Exercise Requirements

Part 139 regulations require airport ARFF crews to undertake continuous training and to maintain training records for 24 months. All rescue and firefighting personnel are required to receive initial live fire training and participate in the same training at least every 12 months. Every three years, a Class I airport must conduct a mock, full-scale emergency exercise using those support agencies identified in the AEP. During the other years, and for Class II, III, and IV airports, all parties must conduct a tabletop classroom exercise that results in a discussion of various emergency scenarios in and around the airport.

Training and record keeping

Part 139 requires airports to keep and maintain records on a number of training, inspection, condition, and incident and accident data. Airfield inspection records, NOTAMs, fueling inspections, and accident or incident reports are to be kept for at least 12 CCM. Records of training for personnel who are allowed to operate in the movement area and individuals trained as inspectors under the self-inspection program are required to be kept for 24 CCM.

Aviation Security and Transportation Act

Passed on November 19, 2001, ATSA created the Transportation Security Administration (TSA) and effectively transferred authority for all civil aviation security functions from the FAA to the TSA and charged the TSA with the responsibility to screen airline passengers and their baggage. While the regulatory requirement to ensure passengers, baggage, and air cargo is screened or inspected and remains with the airlines, the airlines are required to allow TSA (or an approved TSA contractor under the Screening Partnership Program) to conduct the screening.

Pavement Management Programs (PMP)

Pavement Management Programs (PMP), usually referred to as Airport Pavement Management Systems (APMS) by airport operations, provide methods of establishing an effective repair system by creating systematic procedures for scheduling maintenance and rehabilitation.

Priority categories of the Snow and ice control plan:

Priority 1: Primary runway(s) with taxiway turnoffs, access taxiways leading to the terminal, terminal(s) and cargo ramp(s), airport rescue and firefighting (ARFF) station(s) and emergency service roads, NAVAIDs, and other areas deemed essential, such as fueling areas and airport security/surveillance roads. Priority 2: Crosswind/secondary runways and their supportive taxiways, remaining aircraft movement areas, commercial ramp areas, access roads to secondary facilities, and airfield facilities not essential to flight operations or not used on a daily basis.

Certificate of waiver

Public or civil UAVs that are over 55 pounds and are operated in civil airspace either by the federal government or a civil entity must be authorized through a Certificate of Waiver or Authorization (COA), issued by the FAA, which allows a certain entity to operate a specific UAV/UAS in a specific area for a specific purpose.

Pavement markings

Similar to signs, pavement markings provide information that is useful to both pilots and ground vehicle operators and are grouped into four categories: runway, taxiway, holding position, and others (for examples, see Figure 7). Similar to pavement lighting, runway markings are determined by the type of approach to the runway. Those common to all runways include centerlines, designator, and holding indications.

Classification of airports according to TSA

TSA still uses the pre-9/11 classifications of airports: Category X through Category IV. Category X airports are the largest, busiest airports in the U.S.; Category I airports are normally medium-hub in size; Category II airports are normally small-hub sizes; Category III airports are either small or non-hub airports; Category IV airports are often seasonally-operated commercial service airports. Complete security programs are required for most category X through category III, supporting and partial are for category IV.

The airport emergency plan AEP

The AEP is designed to minimize personal injury and property damage on the airport in the case of an emergency. The AEP is a part of the Airport Certification Manual but is usually a separate physical document from the ACM due to its size. The plan must: 1. Include procedures for prompt response to all emergencies as listed in Part 139.325(b), including a communications network; 2. Contain sufficient detail to provide adequate guidance to each person who must implement these procedures; 3. To the extent practicable, provide for an emergency response for the largest air carrier aircraft in the Index group required under §139.315.

Airport communications dispatcher

The Airport Communications Dispatcher (ACD) receives and processes emergency and nonemergency calls from the public requesting assistance and transmits and coordinates the dispatching of appropriate service providers. According to the National Academies of Emergency Dispatch, an emergency telecommunication involves six basic components: 1) telephone interrogation (determine the exact nature of the call), 2) dispatch/resource allocation (decide which agency will handle the call), 3) coordination of logistics (i.e. know the status of the other responders or resources), 4) call prioritization (evaluate the urgency of the request as compared to other requests), 5) impacting lives via telephone (and radio), and 6) resource networking (locate, notify assets, and coordinate the response).

Airport security coordinator

The Airport Security Coordinator (ASC) is not just the key player in airport security, they are also one of the few positions in the airport industry that is required by regulation. All commercial service airports with security programs under Title 49 CFR, Part 1542 must designate an ASC. This individual is the primary contact for the federal government for security issues at the airport. The ASC is both a job title and a responsibility. At small commercial service airports, the ASC is often a collateral duty of one of the airport management personnel, or sometimes a police officer is given this responsibility. At larger commercial service airports, the ASC is most often the airport security manager or director or someone in a similar position.

Functions of the Airport security coordinator

The Airport Security Coordinator ensures that their commercial service airport complies with federal regulations; the ASC develops (i.e. writes) and seeks approval from the TSA for the Airport Security Program (ASP) and is responsible for enforcing the ASP; the ASC is in charge of the airport access control system, airport perimeter security, the credentialing and personnel identification system, management of air carrier and tenant security programs. ensuring security contingency plans and incident management plans are drafted and can be implemented when required, and virtually any other issue relating to security at the airport. The only area of airport security that is not normally under the direct purview of the ASC is the security screening process.

Credentialing

The Aviation Transportation and Security Act of 2001 required that ALL Airport, Aircraft Operator, or foreign air carrier personnel with access to the SIDA, undergo a fingerprint- based Criminal History Record Check (CHRC). These processes have since been amended to include a Security Threat Assessment (STA), and periodic reviews of both the CHRC and STA.

Exemption

The FAA may grant exemptions when issuing the Airport Operating Certificate. An exemption is a legal document granting an airport relief from a regulatory requirement of Part 139.

Training in the movement area

The FAA requires any individual who drives on the Movement Area to receive training every year. The training must include instruction on how to read airfield signs, markings, and lighting

The In-Flight Security Coordinator (IFSC)

The In-Flight Security Coordinator (IFSC) is the airline or aircraft operator's pilot-in- command of the aircraft and has the final authority related to the safety and security of the flight operation.

Incident commander

The Incident Commander (IC) is responsible for managing the equipment and personnel of all responding units, including mutual aid companies. Single command has proven to be the most effective use of decision-making and delegation in a highly charged and intense situation. The IC normally handles three additional responsibilities at minor incidents: scene safety, liaison with outside agencies, and dissemination of information to the news media.

National incident management system

The National Incident Management System (NIMS) framework describes the FEMA comprehensive approach to emergency management. NIMS provides a set of standardized organizational structures, such as the Incident Command System (ICS), multiagency coordination systems, and joint public information systems. NIMS outlines the requirements for processes, procedures, and systems designed to improve interoperability among jurisdictions and disciplines in various areas, including: training, resource management, personnel qualification and certification, equipment certification, communications and information management, technology support, and continuous system improvement

TSA Canine Bomb Detection

The TSA's Explosives Detection Canine Program (EDCP) exists to detect and deter the introduction of explosive devices into the transportation system. Bomb threats that cause disruption of air, land, and sea commerce, and that pose an unacceptable danger to the traveling public, should be resolved quickly. Explosive detection canine teams are a proven, reliable resource, and are a key component in a balanced counter-sabotage program. The use of highly trained explosive detection canine teams is also a proven deterrent to terrorism directed towards transportation systems.

Segmented circle marking

The segmented circle marking is designed to visually assist pilots in determining the airport traffic pattern while in flight. A segmented circle is a series of highly visible, white or yellow markers arranged in a circle around a surface wind indicator. A segmented circle is required at airports serving air carrier operations and when no control tower is in operation. Within the segmented circle is a wind indicator. Wind indicators pivot in the wind and can be a tetrahedron, a wind cone (windsock, color white, yellow, or orange), a combination of both, or a wind tee.

Low Visibility Taxi plan

To enhance taxiing capabilities in low visibility conditions and to reduce the potential for runway incursions, Advisory Circular 120-57A, Surface Movement Guidance and Control System, (SMGCS), requires a low visibility taxi plan for any airport that has scheduled air carrier takeoff or landing operations in visibility less than 1,200 feet runway visual range (RVR).

Transportation security inspectors

Transportation Security Inspector (TSIs) are the regulatory enforcement personnel for the TSA. They can conduct inspections of the Airport Security Program (ASP) and related processes, inspect Aircraft Operator Standard Security Program (AOSSP) and related processes, and conduct audits. If a TSI believes there is a violation under an ASP or AOSSP, or even by an individual (such as a passenger caught with a weapon at the checkpoint), the TSI can issue a Letter of Investigation (LOI), which may result in a fine to the airport, aircraft, cargo operator, or the individual.

The Maryland-3

Under Title 49 CFR Part 1562, three GA airports must follow certain security restrictions. Commonly called the Maryland-3, they consist of College Park, Potomac Airfield in Ft. Washington, and Washington Executive/Hyde Field in Clinton. All three airports fall within a restricted zone extending 15 miles from the Washington Monument and were shut down for several years after 9/11. Now, pilots operating out of the airports must provide information to TSA and undergo a CHRC and STA, provide a list of aircraft he or she intends to operate out of the Maryland-3 airports, file a flight plan and obtain approval and a transponder code from the FAA.

Causes of vehicle to aircraft collision

Vehicular to aircraft collisions are likely to have one of four principle causes: 1) increased traffic volume, 2) non-standard vehicle traffic patterns, 3) vehicles without radio communication and markings, and 4) operators untrained in the airport's procedures.