AVIATION SECURITY VS AIRLINE

AND THEIR BUSINESS

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BAM-5A
EARLY RELATION OF AIRLINES AND SECURITY
Terrorism has been a problem for airlines and air travelers since the 1970s, when hijackings and
bombings became the method of choice for subversive, militant organizations around the world.
Although security at airports has always been tight, the 9 /11 attacks woke many people up to a
harsh reality –it wasn't tight enough.

On that day, men armed with simple box cutters took over four passenger jets and used them as
flying bombs. What security measures might have stopped them? How has airport security
changed since then? According to the Department of Homeland Security, 730 million people
travel on passenger jets every year, while more than 700 million pieces of their baggage are
screened for explosives and other dangerous items. In this segment, we'll find out how high- tech
solutions are being used to make flying safe as possible—and we'll also consider if what we are
doing is enough.

The FAA set standards and guidelines, and airports and air carriers implement them. Airline
passengers and the users of air cargo, who are the ultimate beneficiaries of the program, pay for
the program through security charges included in the prices of airline tickets and cargo
shipments.

Roles and Responsibilities

Many factors affect the performance and effectiveness of security systems, including physical
location, operator training, and the presence of law enforcement personnel. Although the FAA
has the overall responsibility for the
effectiveness of aviation security, the buy-
in of other stakeholders is critical for
funding security equipment and for
implementing a long-term security strategy,
such as the TAAS (total architecture for
aviation security), the air carriers, airports,
and independent security contractors are
discussed(see Figure 1.1).

The U.S. civil aviation security program

today is a combination of laws, regulations,
and resources for protecting the industry
and the traveling public against terrorism
and other criminal acts. The program is a system of shared and complementary responsibilities
involving the federal government, airport operators, air carriers, and passengers. The FAA sets
standards and guidelines, and airports and air carriers implement them. Airline passengers and
the users of air cargo, who are the ultimate beneficiaries of the program, pay for the program
through security surcharges included in the prices of airline tickets and cargo shipments.
Although authority can be delegated or shared (e.g., a private security contractor might operate
explosives-detection equipment), the ultimate responsibility for the safety and security of civil
aviation rests with the state, in this case the FAA.

AIRPORT SECURITY PROGRAM

Airports rely on exclusively developed security programs that area proved by the FAA. These
programs are primarily designed to provide a secure environment
for airplane operations, control the movement of people and
ground Vehicles, and prevent unauthorized access to the air-
operation areas. The plan must also include measures for
protecting both air-operation areas and the publically accessible
land side (i.e., close-in public parking and Terminal roadways) of
the airport.

The terminal building presents unique security problems because public areas, restricted areas,
and air-operation are as must be kept separate. Ultimately, the security plan for the terminal and
ramps must allow passengers access to unrestricted areas while keeping unauthorized individuals
from gaining access to restricted areas.

SECURITY OF PARKED AIRCRAFT BY AIRLINE

Airport operators must have facilities and procedures to prevent or deter persons and vehicles
from gaining unauthorized access to air-operation areas. Air carriers are required to prohibit
unauthorized access to their aircraft and to conduct a security inspection of an airplane if it has
been left unattended and before it is placed in service.

AIRCARRIERS SECURITY RESPONSIBILITY

Air carriers are responsible for maintaining the security of passengers, baggage, and cargo
entering the airplane in accordance with the FAA's standards and guidelines. FAR Part 108
requires that each air carrier adopt and carry out a security program for scheduled and public
charter-passenger operations. The sole purpose of the air-carrier security program is to protect
the traveling public from hijacking, sabotage, and other criminal acts. The FAA must approve all
air-carriers security programs.

PRE -DEPARTURE SCREENING OF PASSENGER BY AIRLINE

The most visible aspect of domestic airline security is the screening of passengers and carry-on
baggage, which was mandated by the FAA almost 30 years ago. The primary purpose of the
procedures for domestic flight was to deter hijackers. Approximately 15,000 pre boarding
passenger screeners work in the United States for domestic and foreign air carriers. In 1995, they
screened approximately 1.3 billion persons at some 700 screening checkpoints. Three general
arrangements of screening facilities at airports have been developed: the sterile concourse, the
sterile boarding area, and departure-gate screening. The sterile concourse approach has proven to
be the most attractive because it controls access by the inspection of person sand properly at
selected chokepoints and represents an exceptional cost savings for both air carriers and the
airport. Instead of having to bear the cost of a work force sufficient to search passengers at each
gate and posting law enforcement officers at each gate, a central screening point at the entrance
to a concourse can serve all of the gate son the concourse. Central screening check points include
x-ray machines, metal detectors, and security personnel.

The next best alternative for pre departure screening is the sterile boarding or holding area. In
this arrangement, a sterile area is created at the flight check-in point, usually by securing the
boarding lounge from the concourse or other adjacent terminal areas, to isolate passengers who
have been screened from physical contact with unscreened persons.

AIR CARGO AIRLINES AND SECURITY

Air-cargo has always been a target for those wanting to cause harm to the transport industry. One
of the ways they’ve done that is by concealing explosive devices into air freight on both cargo
and passenger aircraft. Unfortunately, successful attempts have led to catastrophic consequences
including severed a mage to airline assets, disruption of the industry, and loss of life. That’s why
air cargo screening remains an imperative maintaining security. Without it, the industry would be
incredibly vulnerable to explosive threats. Pro per diligence must be exercised to protect the air
cargo industry, the people working in it, and those utilizing its services.

DELAYS CAUSED BY AVIATION SECURITY MEASURES

One of the biggest costs associated with aviation security is the delay imposed on travelers and
air carriers. Often, arriving at the airport 15 minutes before
departure may be enough for domestic flights. However, air
travel becomes significantly less convenient and more
expensive, in terms of direct costs to business travelers, when
passengers have to arrive earlier at the airport to
accommodate additional passenger screening procedures. This
is especially true during high threat situations when
passengers may be required to arrive at least two hours early.

Domestic air travel requires an efficient system of carefully scheduled connecting flights and
short aircraft ground time. If a flight is delayed, air carriers incur significant costs in
rescheduling passengers who miss connecting flights. For international air travel, delays cause
fewer problems because many of the passengers begin and end their travel on one flight.
International travelers also are likely to arrive well in advance of their scheduled departure time.

COSTS OF DOING BUSINESS ALONG AVIATION SECURITY

Unless significant changes are made, the monetary and economic costs of the current aviation
security system are likely to reach unsustainable levels over the next 15–20 years as the number
of air travelers and air cargo continue to grow. The number of air passengers is predicted to grow
at an average annual rate of between 4.2 and 4.7 percent through to 2033 and approximately 85%
of this growth is predicted to occur on our current aviation network, By 2030, approximately six
billion passengers annually will require security and screening at airports around the world.

Air carriers are responsible for maintaining air travel security. Part of this
responsibility entails developing and using a security program that includes
screening all passengers. Operationally, this responsibility means that air
carriers purchase equipment, design and set up checkpoints covering access
to their outbound flights, and hire and train personnel to operate these
checkpoints. The costs associated with this security-screening program
include both the security screening equipment and the personnel to operate
the equipment and to resolve alarms.

For air carriers, quick and inexpensive screening of passengers and carry-on baggage is a major
concern. Based on estimates of traveler loads throughout the day at a particular airport, air
carriers must purchase and deploy an optimum number of screening devices and screening
personnel. Air carriers often hire independent firms to operate security checkpoints. These firms
provide both equipment and personnel, but the ultimate responsibility for security screening
remains with the air carriers.

CONCLUSION
All Air carriers and airport authorities are concerned with the cost of new technologies, although
each emphasizes a different aspect of the cost. Air carriers bear the cost of the equipment and the
personnel to operate it; they also bear the cost of delays incurred when security screening
interrupts the orderly flow of flights. Airport facility operators are responsible for providing
appropriate space and other building requirements.

Before implementing new security-screening technologies, both airport operators and air carriers
will demand well-supported data showing that the new technologies will add significantly to
existing security-screening capabilities. Airports and air carriers will also have to consider
carefully whether the new technologies will offset added costs for new equipment by lowering
costs for other factors, such as the number of personnel or checkpoints. In a nutshell flying is the
safest and secure mode of transportation.

References: https://www.sciencedirect.com/science/article/pii/S0969699714001537 , Annex/17

https://www.theairportshow.com/airport-security