PROTOCOL

Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 Version: 4
5302.317.1 21/12/2020

TABLE OF CONTENTS

1. OBJECTIVEO .........................................................................................................................................................4

5. EXPLANATION DESCRIPTION
5.1 GENERALITIESS ............................................................................................................................................4
6. CRITERIA OF PLANNING
7. STAGE UNDER CONSTRUCTION
8. EVALUATION ON LOCATIONS AND INSTALLATION CONFIGURATION....................................7
8.1. Terminal building facilities......................................................................................................................7
8.2. Terminal building
8.3. Access control..........................................................................................................................................10
8.4. Sterile corridors for passengers .........................................................................................................12
8.5. Safety inspection points ................................................................................................................13
8.6. Airport models boarding lounges .....................................................................................................14
8.7. Facilities for dignitaries– VIP Rooms ...............................................................15
8.8. Security of the public part..........................................................................................................................16
8.9. Airport infrastructure and design
8.10. control of public circulation in terminal buildingss ..........................................................17
8.11. Deterrent security measuress ............................................................................................................18
8.12. Perimeter Security...........................................................................................................................19
8.13. Signagen .26
8.14. Preventive and corrective maintenance.....................................................................................................26
8.15. Security Lighting Criteria .....................................................................................................26
8.16. Other systems for perimeter security and their enclosures: ...............................................27
8.17. Design of watchtowers or surveillance booths (Perimeter)..................................................................................27
8.18. Design of vehicle access control point ..........................................................................................27
8.19. Auxiliary safety facilities ......................................................................................................28
8.20. Design of Armerillo .28
8.21 Charging facilities .............................................................................................................................29
9. POINTS VULNERABLES
10. Development from the aeronautical part ..................................................................................................................30
11. INSTALLATIONS AIR NAVIGATION ...............................................................................................31

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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 Version: 4
5302.317.1 21/12/2020

12. MATERIALS..................................................................................................................................................34
GLASSS.34
14. SUPPLY OF ELECTRIC ENERGY .....................................................................................................36
15. SUPPLY OF WATER.................................................................................................................................36
16. RESERVATIONS OF FUELE .36
17. REGULATIONS APPLICABLE

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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 Version: 4
5302.317.1 21/12/2020

CHANGE CONTROL SHEET

Date Date
Version Reason
Publication Approval
1 28/04/2017 Original Version. 28/04/2017

According to the document review, it became necessary

2 31/08/2017 31/08/2017
make adjustments to this document.
The document is updated for improvements in the content and
3 14/06/2018 June 14, 2018
document management.
Update of the standard by Amendments 16 and 17 to
Annex 17 of ICAO and other considerations of the
4 21/12/2020 21/12/2020
aeronautical authority is included in numeral 8.8
Security of the public area.

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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 Version: 4
5302.317.1 21/12/2020

1. OBJECTIVE

Document established to assist airports in complying with current regulations.

infrastructure related to civil aviation security

2. RESPONSIBLE PARTIES

PROCESS RESPONSIBLE
Operational Security Secretariat and
Civil Aviation
Directorate of Service Standards
MANAGEMENT INSPECTION, MONITORING AND
Navigation Aerial y Services
CONTROL
Airport workers
Safety Inspection Group of the
Civil Aviation and Facilitation

3. FREQUENCY

Of permanent consultation

4. IMPORTANT POINTS

The general structure of the document providing to airports and other parties
interested in the guidelines aimed at providing best practices for the
development of its infrastructure.

5. EXPLANATION / DESCRIPTION / CONTENT

5.1 GENERALITIES

In accordance with RAC 160, the minimum requirements related to the necessary infrastructure
For the optimal application of safety measures and procedures in civil aviation, they must be
fulfilled in the design, construction of new facilities, as well as in the renovation of
existing facilities at airports. The following premises must be taken into account:

a) design of airport facilities;

b) design of security systems;
c) design of operational procedures;

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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: approval_date
Key: GIVC-1.0-08-032 Version: 4
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d) The designs of new infrastructures or modifications of existing ones require

favorable concept of the Aeronautical Authority.

The adoption of the previous premises seeks to establish:

a) prevent the introduction of weapons, explosives or other devices, items or substances

dangerous in airport facilities and on board aircraft, through a
civil aviation security infrastructure in accordance with RAC 160 and the
documents that develop it.
b) ensure that the inspected individuals are properly separated from those who are not
inspected.
c) facilitate the implementation of the airport's emergency and contingency plans
during an incident, accident or an act of unlawful interference.
d) minimize the effect of an explosion, in airport facilities or outside of them
incorporating design features to minimize damage to infrastructure.
e) To have security infrastructure in all airport facilities, and their
surroundings so as to facilitate the efficient use of areas for dispatching passengers,
luggage, cargo, mail, and other items.
f) ensure that the materials used in the construction or remodeling can withstand the
effects of possible explosions.
g) According to the risk assessment, provide higher levels of security in the
protection for vulnerable areas or high-threat levels.
h) define the auxiliary areas or facilities necessary for services and procedures of
safety, including the equipment for its operation.

6. PLANNING CRITERIA

The architectural and infrastructure characteristics necessary to implement safety measures

they must be effectively integrated into the design and construction of new facilities,
renovations and existing services at the airport. In the Airport Planning Manual
(ICAO Doc 9184) and the Airport Design Manual (ICAO Doc 9157) provide guidance on
The topics of airport planning and design should be considered as primary.
documents regarding this.

The architectural requirements and those related to the infrastructure that are necessary for all
airport facilities and security features must be equipped with equipment
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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 Version: 4
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sufficient for an effective inspection, particularly for the points of inspection of people,
including existing security measures and other planned ones, with appropriate technologies of
inspection; for which, in the planning of a new or renovated construction, considerations must be taken into account
it accounts for passenger traffic, airport operations, among others.

Within the safety requirements, the following must be taken into account:

Achieve a balance between the needs of civil aviation security and security
operational and facilitation.

In planning, it must be ensured that the applicable criteria for the design of new facilities are met.
airport-related, as well as for the renovations and/or adjustments, compliance with the measures is ensured.
subject of civil aviation security.

7. CONSTRUCTION PHASE

At this stage of construction, constant monitoring must be maintained, taking into account at least
the following aspects:

a) Before the start of the works, it is necessary to have a viability concept from the
authority in civil aviation security matters. Likewise, it is necessary to define the
delimitation of restricted security zones.

b) b) If the work is carried out in an area of the aerospace sector, as far as possible
The work area should be temporarily redefined as a controlled public space.
ways, it must have specific access control requirements for the work.

c) Barriers must be built for the work so that access to the part is impossible.
aeronautics from any sector of the work. In case access to the part is available
Aerospace, the personnel and the vehicles that transit must comply with the controls of
established accesses in the RAC 160.

d) Characteristics of the enclosure: An appropriate separation of the areas is required, the height
the enclosure must be the same as that of the existing perimeter enclosure, in zinc tile or
drywall, that does not affect operational safety.

It must have lighting towards the interior of the building enclosure that does not generate
visual pollution does not affect operational safety.

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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 4
5302.317.1 December 21, 2020

f) Color: the enclosure towards the interior of the movement area must be painted in
compliance with the provisions of RAC 14 numeral 14.3.6.2., "Signaling of objects", the
that he modify it or complement it.

g) The enclosure must have obstacle lighting in case of night operation.

compliance with what is established in RAC 14, which modifies or complements it.

h) In the event that the work takes place in areas or zones of restricted security, the contractor,
their personnel and vehicles must comply with the access control procedure
established by the airport, ensuring responsibility and consequences
sanctions applicable in case of failures that compromise civil aviation safety;

8. EVALUATION OF SITES AND FACILITY CONFIGURATION

In accordance with RAC 160, the following factors must be taken into account at a minimum when designing.
new airport facilities or renovate the existing ones:

a) Location of the airport;

b) Dimensions and topography of the airport site; and
c) Location of public transport facilities.

8.1. Terminal building facilities

When evaluating the configuration of the terminal building, special attention must be paid to safety.
the following facilities:

a) Access to emergency services.

b) Local conditions (climate, social, topography among others).
c) Configuration of the access paths.
d) Vehicle parking.
e) Lighting and signage.
f) Access to the checkpoints.
g) Auxiliary facilities for security services (abandoned elements, systems of
identification, security office, space for private inspection.
h) Baggage hold inspection points.
i) Passenger and hand luggage inspection points.
j) Inspection points for the flight crew.
k) Inspection points for non-passenger individuals.
Closure of the airport.
m) Adjacent properties.
n) Aircraft parking areas.
o) Emergency exits.
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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: Approval Date:
Key: GIVC-1.0-08-032 Version: 4
5302.317.1 21/12/2020

8.1.1.Airport access

In the location of a new airport, access for vehicles must be taken into account.
private and public service considering access to disembarkation areas and
parking.

As far as possible, in case of considering the possibility of train and/or subway transport, your
stations should not be located behind the terminal areas, but rather behind the
public bus drop-off zones.

8.1.2. Parking at the airport

The parking areas for vehicles must be located at appropriate distances from the
terminal buildings in order to minimize the risk of damage that could be caused by an attack with
explosives on board a vehicle. The parking lot must have security controls. In
If the risk level at the airport rises, security controls must be increased.
to the vehicles that enter the parking lots.

8.2. Terminal building

8.2.1. In accordance with the RAC 160, the following aspects must be considered

a) That passenger circulations are simple and easy to understand.

b) That there be physical separation for the circulation of passengers of origin, in transit or
transshipment.
c) That the number of security inspection points be minimized (this can
achieving by centralizing the inspection positions in a place where they converge
circulation of people and luggage.
d) There is a non-passenger inspection point.
e) That all areas from the inspection point to the aircraft are
considered as areas or zones of restricted security whose access must be restricted.
f) Attention must be paid to the ceilings, windows, or other parts of the structure not
provide unauthorized access to restricted security areas or zones.

8.2.2. From the terraces and viewpoints where aircraft can be observed
Stationed on the platform, the following measures must be taken into account.

Access to people must be controlled and the area must be supervised by guards.
of security and CCTV cameras.

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Appendix 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

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Principle of origin: Approval date:
Key: GIVC-1.0-08-032 4
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b) The areas must be closed or include barriers that prevent unauthorized access or the
possibility of throwing objects at parked aircraft or at areas or zones of
restricted security.
c) The access control features must be such that the viewers can
ensure and close to the public whenever necessary.

8.2.3. In the event that airports have luggage storage services, these must
establish in places where the effects of an explosion are minimized, in order to
to reduce risks, it should be inspected manually or by means of X-ray machines.
X the luggage that was received for custody.

8.2.4. Restricted safety zones must be designed and built to prevent passage of
articles from public areas to restricted security areas, especially the
connections by pipelines, ventilation, drainage, utility tunnels, channels for
rainwater; if through these ducts it is possible to access the areas or zones of
restricted security must be closed and periodically inspected or be
protected with an intrusion detection system.

8.2.5. The restrooms must limit the possibility of items being brought from a public area.
a restricted safety area or zone.

8.2.6. In restricted security areas or zones, those sites (railings, etc.) must be identified.
ashtrays, storage cabinets for hoses and fire extinguishers, rooms
for public services, stairwell gaps among others) where it is feasible to hide weapons,
explosives or prohibited items.

8.2.7. In the event of an evacuation, the circulation of people will be from the areas or zones of
restricted security towards the public area in such a way that the principles of the
civil aviation security. For cases of evacuating public areas, it must
to be carried out towards the outer part of the terminal where they must have their own signage for
these cases.

8.2.8. In emergency exits, the flow of people must be towards public areas; The
Emergency doors must be equipped with sound alarms and a system of
surveillance that can be monitored from a security operations or control center
Aviation should also reduce the number of emergency exits to a minimum.
required for security reasons.

8.2.9.A Along the facade of the terminal building, signs must be identifiable to indicate
that parking is prohibited; if there are loading zones, they must be clearly indicated.
enabled service hours and the maximum allowed parking time. The flows will be evaluated.
of private vehicles, their separation from buses and taxis.

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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: Approval Date:
Key: GIVC-1.0-08-032 Version: 4
5302.317.1 21/12/2020

8.1.1.Airport access

In the location of a new airport, access for vehicles must be taken into account.
private and public service considering access to disembarkation areas and
parking.

As far as possible, in case of considering the possibility of train and/or subway transport, your
stations should not be located behind the terminal areas, but rather behind the
public bus drop-off zones.

8.1.2. Parking at the airport

The parking areas for vehicles must be located at appropriate distances from the
terminal buildings in order to minimize the risk of damage that could be caused by an attack with
explosives on board a vehicle. The parking lot must have security controls. In
If the risk level at the airport rises, security controls must be increased.
to the vehicles that enter the parking lots.

8.2. Terminal building

8.2.1. In accordance with the RAC 160, the following aspects must be considered

a) That passenger circulations are simple and easy to understand.

b) That there be physical separation for the circulation of passengers of origin, in transit or
transshipment.
c) That the number of security inspection points be minimized (this can
achieving by centralizing the inspection positions in a place where they converge
circulation of people and luggage.
d) There is a non-passenger inspection point.
e) That all areas from the inspection point to the aircraft are
considered as areas or zones of restricted security whose access must be restricted.
f) Attention must be paid to the ceilings, windows, or other parts of the structure not
provide unauthorized access to restricted security areas or zones.

8.2.2. From the terraces and viewpoints where aircraft can be observed
Stationed on the platform, the following measures must be taken into account.

Access to people must be controlled and the area must be supervised by guards.
of security and CCTV cameras.

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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 Version: 4
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c) Safe facilities in the airport's basements and maintenance areas.

d) In the baggage claim areas, the risk that passengers pose must be controlled.
reverse march towards the boarding gates again.
e) Customs zones in international flights.
f) Adequate facilities for the movement of personnel in security zones
restricted, in such a way that reduces the number of times they have to go through the
inspection points in the performance of their functions.
g) Access flow for special categories of passengers.
h) Baggage flow on conveyor belt preventing unauthorized personnel from having access
access to luggage.
Flow at the provisioning access points on board, commercial areas in zones
restricted, specialized vehicles, among others.
j) Flows in maintenance areas, service areas, and buildings or areas of
baggage claim, its access controls and orientation to the public area.
k) Diamond or aircraft safety zone

8.3.3.Passenger and hand luggage protection must be ensured once they have
carried out the inspection procedures, until the boarding is completed
aircraft.

8.3.4. It should be considered at vehicle and personnel access control points, facilities.
suitable for protection against the elements, such as pergolas or domes,
for the protection of security personnel who work outdoors.

8.3.5. In order to prevent unauthorized access, the doors leading from the public area,
towards the restricted security areas and the controlled areas, they must be
adequately closed and/or equipped with alarms. The doors that provide access to the ZSR
They must be properly identified, said codes must be in the PSA and in the plan.
from the airport, in order that in cases of emergency, the different agencies that
participants should be aware of the name and location of the doors.

8.3.6. The vehicle accesses must have the following characteristics:

a) Spacious and well-lit cabin

b) Sanitary battery
c) Barricade or traps
d) Protective cover
e) Speed reducers
f) Communication system
Assault alarms
h) Vehicle and personnel access control
CCTV cameras
j) Signage notices

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Annex 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 4
5302.317.1 21/12/2020

In numeral 7.15, the design of the infrastructure for vehicular access controls is detailed.

8.4. Sterile corridors for passengers

8.4.1. The sterile corridors for passenger circulation extend from the point of
inspection up to the door of the aircraft, the following areas in these zones are considered
sterile among others:

a) Immigration and emigration checkpoint.

b) Areas between the immigration checkpoint and the boarding room, including:
Waiting rooms.
Facilities for food and beverages.
Airline service counters.
Duty-free shops and other retail establishments
smaller.
Bathrooms.
VIP rooms.
c) Boarding rooms.
d) Connections between the passenger terminal and the aircraft.

It will be verified in the evaluation that in the circulation route described above there are
take into account the following elements:

a) All access doors to the various areas of the boarding halls are
security doors should be kept locked when not in use.
b) When there is an automatic access control system, they must ensure and
control the following doors:

Entrance and exit doors of the boarding rooms.

2. The access doors to the police authorities' offices and to the services
of security.
3. The doors and exits to the passenger boarding bridges.
4. The emergency exits to the restricted safety area and to the part
public facilities are operational and properly insured.

c) The doors and partitions of the boarding areas must be up to the ceiling to
prevent objects from being thrown over them or, if this is not possible for reasons
There must be protective nets for ventilation.
d) Restaurants and commercial premises must not have terraces that constitute
viewpoints above the aircraft parking areas, unless
are equipped with fixed and sturdy windows.

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Attachment 3 to RAC 160 - Civil Aviation Security

MINIMUM INFRASTRUCTURE REQUIREMENTS FOR SECURITY OF THE

CIVIL AVIATION
Principle of origin: Approval date:
Key: GIVC-1.0-08-032 Versión: 4
5302.317.1 December 21, 2020

8.5. Safety inspection points

8.5.1. Security inspection points for passengers

8.5.1.1. For the location, size, and number of security operators at inspection points
Passenger safety must take into account what is established in Appendix 21 of the RAC.
160 and will depend on the volume of passengers; for this purpose, the following must be taken into account:
number, configuration, and location of inspection zones, evaluating the rows,
passenger inspection for those requiring an additional procedure.

8.5.1.2. The locations where the civil aviation security inspection points are located must
to have sufficient infrastructure that guarantees the necessary spaces for the search
of people and carry-on luggage, adequate lighting, informative signage directed at
the passengers about the procedures that are carried out, communications by telephone and/or
through silent alarms and CCTV inspection point cameras at the airport,
ETD trace equipment if any. There should also be an adjacent enclosed space.
wherever possible to carry out the private inspections requested by passengers or
determined by the circumstances. If there are no special spaces available for this purpose,
Temporarily, they may use curtains or screens specifically suitable for these.
purposes.

8.5.1.3. When equipment is available for conducting security controls, the area
must have regulated energy sources that they demand themselves,
respect the minimum spaces required by manufacturers for proper operation of
the systems. Likewise, during the operation of the equipment, the consumption of
food and beverages by the security operators.

8.5.1.4. Within the infrastructure, a continuous supply of electricity must be ensured.

especially in the areas of aeronautical operations and civil aviation security;
what should be taken into account is that if there are failures due to power interruption
electric, it must be considered:

a) To have a redundant system for the production of electric energy that

they automatically connect in case of a power interruption.

b) To have more than one power supply circuit that connects

automatically when the main circuit fails.

8.5.2. Security inspection points for persons (non-passengers)

Non-passenger access (general users) must have the following characteristics:

a) Adequate, ample, and sufficient infrastructure for the flow of people

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CIVIL AVIATION
Principle of origin: Approval Date:
Key: GIVC-1.0-08-032 Version: 4
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b) Appropriate lighting
c) The inspection point must be equipped with: access control, silent alarms,
X-ray machine(s), metal detector arches, handheld detectors, CCTV camera(s),
communications.

Note: When there is no supporting technology available to carry out the inspection processes
Security must adapt the inspection point with tables to carry out luggage inspections.
by hand or by the elements that I can carry manually.

8.6. Airport terminal boarding rooms

8.6.1. Main Hall Model

8.6.1.1. In accordance with RAC 160, it is characterized by the location of the point of
civil aviation security inspection upon entering the boarding area (dock, satellite or
another name assigned to the airport) or the transit area between the entrance and the
boarding bridges or boarding. In international airports regarding flights
internationally, the flow of passengers and other users will take place in one direction, without
counterflows, ensuring nonetheless that passengers or users do not mix
those who enter the site and those who leave it.

8.6.1.2.In this model, the area between the control site and the boarding bridge is considered sterile.
the boarding door to the aircraft, so at the beginning of each shift it must be
to conduct a thorough review of the entire area to ensure it is free of
weapons, explosive devices, substances, materials, and dangerous articles that may be
used for the commission of acts of illegal interference.

8.6.1.3. If there are other special income sources for personnel to work in
those areas, or access for duty-free store merchandise (Duty Free), must
to have a civil aviation security checkpoint upon entering this area;
in all ways and if there are commercial premises inside it, it must be ensured that
all merchandise must be checked at a control point set up for that purpose, as well as
all personnel who access to work in that area, having the same precautions
statements in the present paragraph.

8.6.1.4. When all the aforementioned conditions are met, activity may occur.
commercial in the spaces located between the aviation security checkpoint
civil located at the entrance of the main hall and inside it, with everything, the owners or
legal representatives of the commercial establishments that are authorized to operate in
these spaces must ensure compliance with security controls and the
security studies about the personnel working in the same, stipulating said
obligation in the signed contracts. With the aim of keeping that area sterile, the
employees of the commercial establishments must have passed all inspections of
security measures in place to enter the sterile area.

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8.6.1.5. Commercial establishments located in sterile areas may only sell the
goods that are authorized to enter said area, remaining completely
It is prohibited to market products or items whose presence is prohibited inside the
passenger cabins. Likewise, commercial premises may only use elements,
articles or objects for packaging or to facilitate the consumption of the articles that
they market those authorized to enter a sterile area.

8.6.2. Boarding Room Model

8.6.2.1. This model implies the existence of areas designated for passengers prior to boarding.
completely separate from public areas. Civil aviation security control
is located at the entrance of the boarding areas for passengers. The flow of passengers and
other users is done in a single direction, without counterflows, ensuring that the
Passengers or users entering the site and those leaving it do not mix.

8.6.2.2. In this model, the interior of the boarding area is considered sterile, so at the beginning of
each shift should conduct a thorough review of the entire room to ensure it is
free of weapons, explosive devices, substances, materials and hazardous articles that
they can be used for the commission of acts of unlawful interference and if there are premises
commercials inside it, must ensure that all merchandise is reviewed.
at the checkpoint, as well as all personnel who access to work in that area,
having the same care mentioned in the previous paragraph for the establishments
commercials.

8.6.3. Boarding Bridge Model

8.6.3.1. This model is structured with the location of the aviation security checkpoint.
Civil at the entrance of the boarding bridge, to ensure the sterility of the area, it must be done.
a review between the control post and the aircraft before proceeding to boarding. Once
the passenger who has been subject to inspection cannot be refunded, unless it is presented
an emergency situation that requires the evacuation of the area.

8.7. Facilities for dignitaries - VIP Rooms

8.7.1. Facilities for the inspection of dignitaries must be available to verify control.
access and the facilitation associated with dignity in accordance with the provisions established in the attachment
9. The general standard for access control applied to passengers must not be lower than the
applied for the dignitaries.

8.7.2. It must be ensured that the integrity of the facilities is maintained during their use.
boundaries between the public area and the restricted security zone. Areas for dignitaries
They must be closed and protected when not in use.

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Key: GIVC-1.0-08-032 Version: 4
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8.8. Public area security

8.8.1. According to the provisions of RAC 160, the public part refers to the areas of a
airport, the adjacent land and the buildings or parts of them, that are not part
aeronautics, identified as such by the States and the relevant entities in their
security programs.

In the same way, the RAC 160 establishes that the UAEAC will ensure that the airports
according to the corresponding Appendices and Attachments, identify in your plans of
security of the public areas under their charge or possession. Likewise, the UAEAC will adopt the
measures that it deems appropriate to ensure that the Manager, Airport Administrator
or the dealership manager, establish security measures in the public area to
mitigate the risk of possible acts of illicit interference and prevent their execution; these
measures will be established in accordance with national risk assessments and
local, carried out by the competent authorities and by the airports in coordination with
the CSA.

8.8.3. Airports must identify in their PSA the public areas of the airport such as
parking lots, access roads, among others, indicating the implementation of security measures
that are implemented in those areas, aimed at mitigating the risks of occurrence of events
that affect the security of civil aviation.

8.8.4. Airports in their PSA must establish the applicable security measures in the
public areas, as well as the support they receive from the National Police units or others
authorities, indicating whether there is a signed agreement of commitments for this purpose
with said Entity, as well as the responsibilities and lines of communication according to
correspond.

8.8.5. The areas of the public part of airports can represent attractive targets for
the criminals among whom can be mentioned:

a) Counters of aircraft operators, where there may be a gathering.

of the general public, airport staff, or aircraft operators.
b) Passenger terminal building, or part of it, whose loss would have an impact
important in the operation of the airport;
c) interdependent infrastructure, such as public transport and access roads.

8.8.6. Attacks in the public area can affect the restricted security zones of
airport for which it is not necessarily required to violate security measures
normally applied. Possible attack modes may include, among others, the following:

a) Improvised explosive device that a person carries hidden;

b) Improvised explosive device placed inside or near key points of a
airport

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c) armed assault in a public area of an airport;

d) attacks with improvised explosive devices hidden in vehicles and ramming with
car at the passenger terminal; and
e) attack using chemical, biological, and/or radiological agents.

Note. In attachment 18 to RAC 160, there is information related to the care of these types of
attacks.

8.8.7. To prevent the occurrence of these possible attacks, airports in their PSA must
establish the security measures that will be implemented in the public area of the airport
in order to minimize the risk of any type of event or AII occurring.

8.8.8. The security measures that are implemented by airports in the part
public entities must maintain proportion with the risk and be operationally and economically
long-term sustainable to ensure a reasonable balance between security of the
civil aviation, operational safety, and the principles of facilitation.

8.9. Airport infrastructure and design

Airports in the design process must take into account the elements or infrastructure that
prevent or minimize the effects of attacks using vehicle ramming, such as: barriers
physical barriers, crash-proof bollards, planters, surface irregularities, and speed bumps
speed and additionally, design criteria appropriate for the airport must be applied based on
in expert advising in order to mitigate the effects of an explosion on any structure
public access or part of an airport, such as:

a) Use of materials resistant to the effects of an explosion and/or fire (e.g., windows
explosion-resistant coverings or films and terminal structures resistant to
explosion;
b) Periodic inspections of vulnerable areas where items can be deposited or concealed
large objects such as garbage containers, to prevent and discourage the
placement of explosive devices; and
c) Appropriate distance between the area that separates the sidewalk from the public access pathway to the
airport terminal buildings, in order to mitigate the effects of a device
improvised explosives hidden in vehicles;
a) Locate in the parking areas designated for vehicles away from the buildings
terminal, CCTV cameras in public areas of the airport in order to mitigate the
effects of an attack by armed individuals and identify possible behaviors
suspects

8.10. control of public circulation in terminal buildings

8.10.1.Airports must consider the free movement of people in order to avoid the
crowding of these at the passenger terminals, for this, the following can be considered:

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a) The use of technology in public areas, such as self check-in equipment

to be used by air transport users reducing congestion and
facilitating the free movement of passengers, thus avoiding the formation of long lines.

b) Congestion at passenger inspection points can be reduced by controlling the

circulation in the passenger lines and using technology in the best possible way
security processes, in order to streamline the inspection procedure of the
passengers, without prejudice to the security procedures applied. and

8.10.2. Airports in accordance with what is established in RAC 160, must ensure the
compliance with access controls from public areas to security zones
restricted, applied by neighboring properties or space holders, in order to
to prevent the entry of unauthorized persons or prohibited items.

8.11. Deterrent security measures

8.11.1. Airports must implement security measures in the public area such as the
installation of CCTV cameras, surveillance through permanent patrols by the
security personnel, as far as possible with the use of pairs in the
specialization in explosives disposal and the ongoing communication with the operations center of
airport, where it is important for units of the National Police to be present in order to
to identify suspicious behaviors.

8.11.2. In the parking areas that are located next to the passenger terminal, they must
implement activities of surveillance and patrolling aimed at identifying the presence of
unattended vehicles or vehicles parked for an excessive period of time for the purpose
to request the removal from the area.

8.11.3. In order to reinforce security in the public area, lighting is important.

It should be installed in public areas in order to facilitate patrols.
Security lighting is essential and must be installed at all vehicle access points.

8.11.4.Airports must implement security measures for public areas.

of the aviation facilities that do not correspond to the passenger terminal, through the
monitoring of CCTV systems, in order to prevent unauthorized access and identify
possible intruders.

8.11.5. The airport must have audio and/or visual dissemination methods for the general public and
to the airport community regarding the importance of notifying the presence of activities
or suspicious items.

8.11.6. In the outer part of the passenger terminal, pedestrian areas must be free of
obstacles that hinder observation and monitoring activities, allowing a

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faster response from security personnel or the National Police, depending on the case. In
In these areas, the establishment of commercial premises should be avoided.
crowds of people outside the passenger terminal.

8.11.7. In the case of awareness directed at passengers and the general public, this can be
carry out through the installation of informative signs or announcements through which
It is necessary to inform about security measures and the importance of reporting any
suspicious activity or article.

8.12. Perimeter security

8.12.1. When assessing the necessary security measures for the perimeter or the safety zone
restricted, the evaluation of national and regional threats must be taken into account, the
vulnerabilities, the site's topography, general location, the area that is protected and life
expected utility of the materials used or their deterioration, evaluating the system as a whole.

8.12.2. The purpose of a barrier is to delimit the perimeter, deter unauthorized access and
facilitate the detection of intruders. These purposes must be considered during the design of a
enclosure for an airport and must be in accordance with the risk assessment regarding
the presence of intruders.

8.12.3. To achieve the protection of facilities, services, as well as the protection of the
aircraft from outside the airport perimeter and from the surrounding areas of
the same, a set of technological resources (CCTV, radars) is required to ensure
supervision or through other means such as intrusion detection technical devices,
access controls, human resources that allow for surveillance with permanent patrols
at the perimeter of the airport with properly equipped guards for their communication with
the airport security operations center; complemented through barriers
materials (perimeter enclosures); as well as with the security lighting in them
areas.

8.12.4. The level of protection offered by a closure will depend on its height, the method of
construction, the material used and any additional safety feature that enhances
its effectiveness and result, such as barbed wire or concertina on the top,
perimeter intrusion detection system, lighting, closed circuit system
television (CCTV).

8.12.5. Due to operational safety reasons, in certain areas of the perimeter, in particular
the runway threshold, metal fences or enclosures whose materials cannot be used
they can interrupt the functioning of navigation aids. In this case, they could
specific materials or methods are necessary for the construction of closures, such as
such as the use of non-metallic frangible material or live fencing.

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8.12.6. All enclosures must be visible, as far as possible, to the guards on duty.
observation or on patrol.

In accordance with OACI document 9137, the maintenance of green areas

Safety strips must be at a height not exceeding 20 cm; it must
carry out brush clearing on the outside of the enclosure, leaving a clean space of 3 meters.

8.12.8. An appropriate road for patrol vehicles must be built along the enclosure.
to allow the passage of motorized patrols, ideally it should be on both sides of the
public and aviation sector, or at least in the aviation sector. The path must be good
drainage and being free of obstacles at all times.

8.12.9. The vulnerable points of an airport, such as fuel storage and the
air navigation facilities and services, located in the aeronautical part within the
The perimeter of the airfield must be surrounded by an appropriate enclosure and built with
technical specifications that ensure the safety of civil aviation and operations of the
same.

The effectiveness of a security perimeter will largely depend on the level of security.
At the entry points, the doors must be constructed with the same characteristics.
of perimeter security, and they must have an access control system.

8.12.11. The perimeter enclosures have the primary function of providing a degree of
material, psychological or legal deterrence against intrusions, in accordance with the level of
protection that one wishes to offer.

8.12.12. Perimeter enclosures must be permanent security barriers and must be

consider at least the following criteria:

a) That its structure does not interfere with the functioning of the technical support equipment
to air navigation.
b) That are located at a distance equal to or greater than 3 meters from any
nearby obstacle (posts, trees, equipment, materials, vehicles, etc.).
c) That access to the perimeter is reduced to the minimum necessary.
d) That the perimeter accesses that are not in service must remain closed, and
depending on the level of threat, they should have containment barriers.
e) That the buildings, walls, and other permanent obstacles that exist and are used as
part of the physical barrier, are controlled through a security system and are
randomly inspected.
f) That its installation is deterrent and hinders access for unauthorized persons.
fauna.
g) That they have deterrent signage.
h) That it has lighting which is an obligation according to numeral 4.11,
considered another alternative (such as thermal cameras) must be previously

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presented to the authority, through a project (that includes needs, advantages

among others) for their analysis and approval.
That has emergency exits.

8.12.13. The guidelines for perimeter enclosures are presented below.

8.12.13.1. Airports with regular commercial operation

According to RAC 14, an airport is any aerodrome specially equipped and used
regularly for passengers and/or cargo and that, in the opinion of the UAEAC, has facilities and services
of sufficient aeronautical infrastructure to be operated in civil aviation.

The general criteria for enclosure that must be taken into account in airports with
regular business operation are as follows:

Height of 2.50 meters

b) The lower edge held with a reinforced concrete base to prevent passage through the part
inferior or through drainage ducts or pipes that cross the perimeter.
c) According to the topography of the land, the enclosure should be drawn in a straight line to
facilitate surveillance.
d) All areas of an enclosure should be visible, in order to facilitate its patrolling.
e) The exterior of the perimeter enclosure or adjacent areas must remain
clean at a distance of 3 meters, without obstacles that hinder the ease of hiding from
an intruder.
f) At the top of a fence, devices (barbed wire) must be used.
concertinas, electric wire or others that make climbing difficult.
g) The doors of the enclosures must be built with the same characteristics as the
enclosure, preserving the same height and protections

8.12.13.2. Construction elements of a closure

a) Minimum height of 2.50 m along its entire length, including a guardrail at the top or
the overhang.
Galvanized steel mesh of 10 mm, coated with a plastic film, with a
50 mm strap, soldier fully to the rail and to the posts, at the top it must
use 4-strand barbed wire of gauge (12.5) with 4-point barbs, complying with the
ASTM requirements or concertina
c) Posts, rails, and clamps, for use in conjunction with a mesh will have a structure of
zinc-coated steel, galvanized metal posts or similar.
d) The fence must extend, around the entire perimeter, below ground level,

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e) L-type cantilever, extending outward at an angle of 45º, made of galvanized steel or similar
dimensions of 60 x 60, 1.5 mm thick and 50 cm long, with 4 strands of wire
of barbed wire or double razor wire, straight or inclined.
f) Tensor at the top and bottom of the mesh.
g) The foundation must be taken into account, ensuring the stability of the enclosure, its
anchoring in accordance with the construction materials of the enclosure; in general it
recommend a foundation in reinforced concrete.

8.12.13.3. Chain link fencing

a) The chain link mesh must be galvanized, gauge 10, h = 2 meters, which must comply with the
parameter of 80 grams of galvanization/M2,
b) The posts that will support the mesh will be galvanized type with a diameter of 2 inches.
placed every 2.5 m, between axes with an anchoring depth in the foundation of 0.50 m,
and a vertical free length of 2 m., it will additionally have an inclined section of 0.50 m,
angle at 45° degrees with respect to the horizontal, which will have rings symmetrically
ready to receive 4 strands of barbed wire, the total length of the pole will be 3.0
m.
c) Every 15 m, longitudinally and at all changes of direction greater than 30° degrees, it is
They will place diagonal supports on galvanized pipes with a diameter of 2 inches, on both sides of the tube.
braced and soldiers at the ends of the vertical posts, the length of each diagonal
It will be 3.20 m. Additionally, anti-tilt feet will be placed every 50 m.
with an inclination of 30° and 40° degrees with respect to the vertical, welded at the part
above the vertical posts and anchored at the bottom at 0.30 m, in a foundation of
0.4 x 0.30 x 0.30 m, in simple concrete of 3000 psi.
d) The total length for each friend's foot will be between 2.60 m and 3.0 m, respectively.
all posts, diagonals, and friends' foot will be painted with enamel of the color
keeping the uniformity, a treatment will be applied to the post before the glaze such that
that produces a total adherence of the enamel.
8.12.13.4. Platinum

The mounting plate will be 1/8"x1/2" and 2.00 m high, installed on the galvanized pole of
2"y woven between the linked mesh and the fixation will be made using welding points that
they ensure optimal stability.
8.12.13.5. Steel rebar gauge No. 8

A galvanized tension wire gauge # 8 will be installed at the top and bottom of the mesh.
braided in such a way as to prevent the stretching of the mesh.

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8.12.13.6. Concrete tie beam 3000 psi includes reinforcement

The tie beam will have a section of 0.20m x 0.30m, with concrete should be 3000 psi.
must meet the basic specifications for concrete.

8.12.13.7. Foundation for the friend's concrete foot

Every 50 meters, anti-rolling friend feet will be placed with an inclination between 30 and 40.
degrees with respect to the vertical, welded at the top to the vertical posts and anchored in the
lower part 0.30 m in a foundation of 0.4 x 0.3 x 0.3 in simple concrete of 3000 psi.
The total length for each friend's foot will be between 2.60 m and 3.0 m respectively.
Note: In airports where, due to operational situations, the chain link structure is
affected by the jet propulsion of the aircraft, the friend feet must be installed more
continues to ensure the stability of the enclosure.
8.12.13.8. Concrete pedestal foundation

Pedestals will be placed every 2.50 meters, located every 2.5 m between axes with a depth of
anchorage in the foundation of 0.50 m in a footing of 0.4 x 0.3 x 0.3 in plain concrete of 3000 psi.
8.12.13.9. Closure on masonry walls

Standards: ACI 530, NTC4075 and 4683 "Requirements of the Building Code for
Masonry Structures" and ACI 530.1. Specifications for Structures of
Masonry, The Masonry Society - 0216.

a) Concrete or clay masonry units

b) Concrete Block with Finish.
c) Mortar and Leveling Mortar Mix
d) Reinforcing Steel
e) Reinforcement of the Joints
f) Moorings and Anchors
g) Masonry Accessories
h) Model figure Development Directorate

8.12.13.10.Notwithstanding the requirements in the current attachment, the results must be taken into account.
studies of safety, inspections, risk assessments, as well as situations
that shows vulnerabilities in the perimeter, to increase security
through the implementation of additional security measures such as
technology (perimeter sensorization, thermal cameras, radars among others) capital
human (increase in security personnel, increase in patrol frequency)
infrastructure (double enclosure, improvement of vehicular perimeter road, greater

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height) among other measures aimed at strengthening security of the

airport

8.12.13.11. Likewise, if it is deemed necessary to reduce the human capital in the area
perimeter for the installation of advanced technology (thermal cameras or sensorization
among others) a project must be submitted to the aviation authority that includes the
next information for your analysis and approval:

a) Objectives.
b) Feasibility study: Verification of the existence of a need (Description
clear of the problem, the opportunity or the need that gave rise to the project and
define what the expected results are with the implementation of the
project). Demonstration of the technical viability and operational suitability of the
proposed solution. Tests (Pilot implementation and results), with its
effects.
c) Performance or efficiency indicators.
d) Means of verification (daily reports, comparison of current device and of
proposed: location, arrangement, reaction times, among others).
e) Relate the points at which that technology would be applied and experiences in
its implementation and operation. Success stories in other airports
(National and international).
f) Indicate a visitation plan to verify the operation of the proposed solution.
g) Maintenance plan (preventive and corrective) and contingency plan in case of
failures.
h) Cronograma: Actividades, tiempos, responsable, observaciones (si aplica).
i) Pre-investment, execution, operation, guarantee, useful life of the equipment.
j) Costs.
k) Technical documents of the proposed technology (specifications, characteristics,
operation).

The height of the barriers and the construction materials may have exceptions.
given the operational risk, for which they must have the certification
issued by the aviation authority, in accordance with the provisions established in RAC 14
or the one that modifies it for limiting surfaces of obstacles. In these cases,
it must consider additional security measures with technological means,
fixed posts and patrols.

Note: What is established in this attachment for the design of the perimeter enclosure is the
minimum technical specifications to take into account, which do not limit the implementation of
enclosures with higher technical specifications.

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In annex 3 of this attachment, there is a figure of a perimeter enclosure.

8.12.13.13. Airport without regular commercial operation

The perimeter enclosure for an airport without commercial operation will contain the following
characteristics:

Minimum height of 2.0 m throughout its length.

b) Galvanized metal, wood, or similar posts, embedded in concrete bases of 50 cm
of depth with frames of the same material.
c) Throughout the entire perimeter, galvanized barbed wire of gauge must be used.
14, and a separation no greater than 15 cm between wires, installed and riveted to the posts.

In those airports without regular commercial operations where a management assessment is conducted beforehand.
risk in civil aviation security yielded a high result, the change will be evaluated
enclosure as provided for in the current regulations.

A perimeter formed by living fences is considered an enclosure.

complementary.

In the areas surrounding the aeronautical facilities (navigation aids

wire mesh should be available for aerial, meteorological garden, among others.
galvanized or similar gauge 10 or larger, with a minimum height of 1.5 m., with a
a minimum of 8 lines of barbed wire, installed and riveted to the posts.

8.12.13.16. At airports where there are natural barriers such as: sea, river, mangrove,
lake, canal, cliff among others, independently of these barriers, one must have
the enclosure established in accordance with current regulations.

The aviation authority will assess those areas where it is imperative to consider.
materials different from those already mentioned, in order not to interrupt the
operational functioning of navigation aids.

8.12.13.18. The facilities of those obliged, who have direct access to the aeronautical part or
restricted security zones, must implement enclosures or barriers to
prevent unauthorized access by individuals, according to the characteristics
highlighted in this regulation. The structure of the enclosure or barriers must
with the proper signage, this enclosure must not affect safety
operational.

Note: The provisions in this attachment for the design of the perimeter enclosure are the
minimum technical specifications to consider, which do not limit the implementation of
enclosures with greater technical conditions.

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8.13. Signaling

The enclosures must be properly marked, with warning signs accordingly.

continues from: restricted area, prohibiting entry to individuals. The distance at which the
Warning signs on the perimeter will be determined according to the risk management assessment.
prepared by each airport, however, these may not be more than 100 m away.

See Annex 2, design parameters and technical specifications.

8.14. Preventive and corrective maintenance

The necessary budget for carrying out preventive maintenance must be considered.
corrective actions, just like having the personnel for the execution of different routine tasks of
maintenance, to ensure its good condition. For this purpose, the areas must be considered
where the airports are located, which affect their effectiveness such as temperature,
humidity and salinity among others.

a) To ensure the integrity of the perimeter enclosure; if possible the areas on either side
these must remain free of obstacles; these areas must remain clean and without
elements or obstacles that may allow for easy intrusion.
b) In cases where incidents affecting the structure of the enclosure leave areas
Open, fixed surveillance post(s) must be located according to the affected distance.

8.15. Safety Lighting Criteria

Security lighting greatly helps to visualize intruders; it also supports the staff.
that performs surveillance and patrolling tasks, so that it is more effective. It is a resource
deterrent against intruders. Its application must be determined correctly.

According to the risk management assessment conducted by the airport, the determination will be made of the
perimeter sectors that must have lighting, it should also be taken into account that
established in the RAC 14 that complements or modifies it.

The perimeter security lighting system must comply with the provisions of RAC 14.
numeral 14.3.5.3.1.3 anyone who complements or modifies it, prior to implementation, must
present the project on distances, heights, intensity and color of light, number of luminaires, to the
authority for the respective concept and approval.

Lighting system maintenance: You must ensure you have a maintenance plan.
preventive and corrective, conduct inspections in order to ensure their effectiveness.

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8.16. Other systems for perimeter security and their enclosures:

a) As a complement to the criteria for the security of airport perimeters and their
enclosure, this may implement intrusion detection systems.

b) In the event of having an intrusion detection system, it must be ensured that

continuous maintenance with qualified personnel, the system must record the modifications or
updates.

c) The intrusion detection system must have a backup power supply.

for its continued operation.

d) The intrusion detection system must be located and protected so that only the
designated personnel can access it using a username and password
way that allows for establishing traceability of the operation.

e) The intruder detection system must be checked for operability once a day.
verifying the operation and sensitivity of each sensor and the reception of the signal from
alarm. Every failure should be reported immediately to be rectified.

8.17. Design of guard booths or surveillance posts (Perimeter)

In airports that have fixed surveillance posts, booths made of material must be installed.
frangible suitable for the climate and topographic conditions of each site, for the location of these
in the booths, the minimum distances established in the RAC 14 must be taken into account, the one that modifies it or
complement so that they do not become an obstacle.

The minimum dimensions of the booth are: 1.50m X 1.50m, painted according to the regulations established in
For RAC 14, portable bathrooms must be provided, in accordance with annex 4 of this attachment. The base
The concrete must be at the level of the surface of the safety strip or zone.

See annex 4, basic design for perimeter surveillance booth.

8.18. Design of vehicular access control point

According to RAC 160 and Annex 2 to RAC 160, the safety controls have been established for
vehicles and their occupants, for which an infrastructure for such controls must be in place.

Vehicle access points must have gates and traps that prevent unauthorized access and
have speed reducers, these places must have adequate lighting and cover
protector with sufficient height for the entry of vehicles belonging to the categories
established in the airport operations plan, in high traffic vehicle access, these
they should be two-way to facilitate control at all times; equipped with circuit cameras
closed-circuit television for monitoring vehicle entry and exit, access control systems.
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It must have a spacious booth, equipped with furniture, elements necessary to carry out the
inspection procedures and lighting for the permanence of security operators
civil aviation with sanitary facilities.

In case the vehicle entrance also serves as a pedestrian entrance, the area must be designed for
the controls, such as turnstiles, X-ray machine, arch and manual metal detectors, cameras,
access control system, silent alarm, and carry out the procedures for permission control,
the search of individuals and the inspection of objects they carry with them.

Vehicle access points must be equipped with signs indicating that one is entering a zone of
restricted security, identified with alphanumeric initials and signs that indicate that the vehicle,
the driver and their occupants as well as the objects, elements or tools they carry go
make object of inspection.

As a general rule, vehicle accesses must consider the construction of entrance gates and
exit to avoid counterflow, otherwise, the person in charge of security must review the operation
and look for alternatives to ensure that the occupants of the vehicles are monitored and remain in control.
separated from uninspected people and vehicles.

See annex 5, basic designs of vehicle checkpoint.

8.19. Auxiliary safety facilities

According to chapter D number 160.300 letter (h) of the RAC 160, resources are established and
necessary installations for security services at each airport, such as in the case of:

Office for the director, head, or security coordinator of each airport.

Office for security supervisors
Office for the issuance of airport permits
Area for the security file
Area for monitoring the different security systems
Meeting area (before and after) the shift, equipped with sanitary facilities, furniture.
for rest and locker.
Training area (described in the PNISAC)
Suitable areas for the stay of passengers in special legal status and their
guards

8.20. Design of Armerillo

In airports with regular commercial operations, there must be a properly installed gun room.
equipped for the reception, inspection, and delivery of weapons that are transported by means
airborne, this being the place where the owner or authorized person to transport a weapon
You must download it or verify that it has been properly downloaded before delivering it to the authority.

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police, following the established procedure for its safe transport in the warehouse of the
aircraft.

A model and its technical specifications are presented, in airports with

regular commercial operation, accept this model and its specifications, defining in each
airport dimensions according to the average required need, which can be established
for the quantity and type of weapons transported at each terminal, and those estimated to be transported
the future, taking into account providing security to both people in general (Employees,
airport users and the police who work in El Armerillo), as for the weapons and
ammunition, paying special attention to achieving a dignified space and with sufficient areas for the
work performance of the police officers who will assist him.

Due to the high risk it poses to the life and physical integrity of users and the community in
general of airports with regular commercial operation, the facilities intended for this
activities must be located in strategic sites that offer maximum security observing
the following characteristics:

❖ Walls made of pressed brick or concrete.

❖ Doors made of iron.
❖ Room for loading and unloading firearms. (Level 3 armor)
❖ Special aeration systems with grates made of iron, with at least one extractor.
of air.
❖ Have a fire extinguisher of (minimum) 20 pounds of type ABC.

See annex 6, technical characteristics of the small arms.

8.21. Charging facilities

It should be taken into account to separate the operational aspects related to the load and the measurements.
for security, dividing the cargo facilities at the airport into two sectors, namely:

a) Zone or building of the public area, where loading personnel may enter or
postal service, those in charge of charter flights, and the general public that comes to send
to collect goods, as well as service, delivery, or collection vehicles. This area must
to cover the premises, facilities for loading, and premises used to facilitate delivery and
cargo pickup. Although this facility is located in the public area, access to the
It must be subject to control. At a minimum, access to individuals must be allowed.
who possess documentation of the load, employee identification, among others, that justifies
the access to the area.

b) Restricted safety area of the warehouse, which encompasses the facilities where
process the load with necessary safety measures and procedures and
applicable according to the nature of the load or shipment, such as inspection, selection,

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weighing, palletizing, security (CCTV and human capital) among others, before transporting it and
load it onto an aircraft.

The area of the cargo zone classified as restricted will include the facilities and
terminals where the cargo, mail, and goods are processed for transportation by
airway, loading docks, maneuvering areas, parking areas for vehicles
service and for the equipment used in the loading and unloading of the aircraft.
a) In these facilities, they must be physically separated (public and restricted
warehouse), have a designated area for hazardous materials, segregation of
hazardous materials and goods.

9. VULNERABLE POINTS

According to the risk matrix (Attachment 8 RAC 160), a vulnerable point is considered
any installation at the airport, or connected to it, that if damaged or destroyed
it would jeopardize the operation of the airport.

9.2. The control towers, the control centers, the radar rooms, the facilities of
communications, the radio aids for navigation, the electrical energy transformers,
the supplies of primary and secondary energy and the fuel installations, both in the
Airport as well as outside of it are considered critical infrastructure and in such
particular attention should be paid to this aspect within the risk assessment, in addition to
to have a high level of protection.

9.3. Control centers and radar rooms must have closed-circuit television.
access controls, intrusion systems and the proper use of identifications
for your entry.

10. Development of the aeronautical part

All underground access, such as rivers, drainage channels or ducting for cables must be
properly closed and controlled.

In the development of the aeronautical part, at least the aspects must be taken into account
following:

a) physical means of perimeter protection of the airport and security areas

restricted;
b) surrounding roadways and other access routes for patrolling;
c) security lighting;
d) access points for vehicles and pedestrians to the restricted security areas of
airport, including automatic access control systems;
e) electronic intruder detection systems;
isolated parking space for aircraft subject to an act of unlawful interference;
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g) isolated area to neutralize or eliminate any device or substance that is suspected to be

explosives;
h) facilities for dog kennels;
i) Protection of channels and ducts for the transmission of data in the aviation network aimed at
minimize the risk of cyberterrorism.
j) Emergency Operations Center (EOC) and isolated parking post
aircraft. (See annex 1 of this attachment).
k) Centralized system for the control of hold baggage.
l) Baggage hold inspection system.
m) Automatic access control systems.
n) Electronic intrusion detection systems.

11. AIR NAVIGATION FACILITIES

Security measures must be taken to protect air navigation facilities against

attacks, including the protection of information and communication systems for navigation
air, which could have serious repercussions on the safety of civil aviation operations.

A risk assessment must be developed to establish the applicable security measures.

the air navigation facilities, likewise, the vulnerability of each must be evaluated
installation of air navigation and analyze the consequences of a slight, medium or
service grave.

As a general principle, an infallible and multi-level method must be developed for the
essential aids for air navigation, based on a risk assessment for the
security and in a cost analysis. Such a measure would ensure that an attack that has
success against the first level would not automatically interrupt operations at the airport and
it would facilitate the application of other protective measures at the second level until they have been
repairs completed on the first one. If a multi-level method cannot be applied, it is
It is necessary to have adequate protective measures for operational safety and security.
civil aviation.

11.1. Isolated point or place of aircraft parking

In the design, it must be taken into account that the isolated aircraft parking spots
They can only be used in cases of unlawful seizure of an aircraft or bomb threats;
if the taxiways and runways are close to this area, the impact should be considered when
there is a 'suspicious' aircraft regarding the operation of the airfield, the management of
wind, the routing of aircraft after landing and before takeoff in order to
minimize the disruptions to airport operations and local communities
surrounding areas in case of an aircraft fire or the release of hazardous substances from
the aircraft; it is also necessary to formally inquire about ideal places for these positions to
the security bodies of the State.

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The isolated aircraft parking spots that are subject to threats of

illegal interference, may be used for as long as necessary, for boarding or
passenger disembarkation, remove and inspect luggage, cargo, mail, and supplies
from an aircraft in bomb threat conditions.

According to RAC 14 numeral 14.3.3.14, anyone who modifies or supplements it will be evaluated.
they have isolated parking spaces for aircraft, or there is an area or areas
suitable for the parking of an aircraft that is known or suspected to be
object of an unlawful interference, for which the different entities must be informed that
they act or support these events. The aircraft parking space must be located at the
maximum possible distance, but in no case less than 100 m from the other positions
parking lots, buildings or public areas. Likewise, special care must be taken to ensure
that the parking space is not located over underground service installations, such
such as gas and aviation fuel depots, and, where possible, main water pipelines
electronic or communication cables.

11.2. Air traffic control tower

It must be ensured at the design stage of air traffic control towers, the protection against possible
threats, such as attack from the outside using weapons, rocket-propelled grenades,
small firearms, or from the inside due to an intrusion, or the interruption of supply
of electrical energy with consequences for the operations of air traffic towers. Therefore,
As much as possible, control towers should be surrounded by clear zones with surveillance of
CCTV and plan the installation of auxiliary generators in areas under permanent protection.

11.3. Aids for air navigation

Aid for air navigation may be located within the airport perimeter,
nearby or in a distant location. If they are located within the perimeter, all measures
the protection equipment installed for the general protection of the perimeter, in relation to the
operational safety and civil aviation safety constitute a first line of defense.
However, aids for air navigation should be positioned in such a way that they are not grouped together.
in the same area without additional protective measures and devices, such as systems against
intruders and CCTV surveillance, fixed surveillance or vehicle patrols, among others.

They must be protected with additional measures and devices (CCTV system, fixed surveillance, mobile,
patrols, intrusion systems among others), to the air navigation aids located nearby
from the airport, but outside the perimeter, so that they can be detected immediately the
attacks or attempts at attacks.

11.4. Reduction to a minimum of the effects of an explosion

The use of materials resistant to the effects of gunfire or explosions are elements
essential when designing airport facilities. In addition, the use of materials is recommended

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fireproof materials that do not release smoke or toxic gases when ignited, in the design of airport terminals
materials should be used that, in the event of an explosion, disintegrate, reducing to a minimum the
formation of fragments in order to reduce the number of victims and damages.

The following measures should be taken:

a) Avoid fragile materials like glass or rigid plastics that may break into pieces
sharp fragments.

b) Use flexible and strong materials (polycarbonate, metal sheets, and reinforced glass)
the weak and soft (gypsum boards, panels filled with wool, wood or foam).

A safety film reduces the effects of destruction, as well as the risk that the
fragments represent for people.

d) The use of glass in large terminal buildings should be limited, particularly in the
public areas near land transport systems, due to the possible effect of the
fragments.

e) Buildings should be designed with a solid roof and thick walls and should be limited to a
minimum the number of windows. The floors and support structures in the structures
Several floors should be reinforced to prevent or mitigate the serial fall.

f) Critical public service systems such as electricity and gas should have
Other supply entries and the control boxes should be located in different areas.
in order that a single explosion does not paralyze the entire system.

g) Barriers such as bollards should be used to prevent vehicles from approaching.

to a terminal building, the speed of vehicles in the vicinity of a terminal building
it can be controlled among other things by speed reducers and barriers
removable.

h) The parking lots for vehicles should be located at a considerable distance from the
terminal building in order to minimize the effects of bombs or explosives installed in the
vehicles, which must have security controls in case the level rises
In case of risk at the airport, security controls for vehicles should be increased.
that enter the parking lots.

i) Surveillance by means of CCTV in external areas and public spaces to deter potential...
attacks.

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The reduction to a minimum of the effects and the number of casualties from an explosion will be evaluated or
fire applying the following criteria:

a) Design of the areas of the terminal building that are accessible to passengers and the public.
way that facilitates the patrols and surveillance.
b) Design that minimizes or eliminates places where they can hide
explosive or incendiary devices.
c) Insured for ceilings, cladding, false ceilings, and partitions that are separated.
they can cause considerable damage and injuries.
d) Fixing objects such as trash cans, evaluating the possibility of being disassembled in case
of an increase in threats, or be of a type that facilitates inspection to ensure that
nothing suspicious has been hidden inside them.
e) Materials used in the internal connections of the public area of the building
terminal and the commercial premises in order to minimize possible victims and the
consequential damages from an explosion or that fail in such a way that they are reduced to a minimum
the formation of secondary fragments.
Type of glass covered insured to robust frames and crossbars that have sufficient
depth and the window frames or the support systems that must be secured
firmly to the structure.
g) Bonding of the materials used in the terminal buildings, for example, upholstery in
seats, coverings, and false ceilings, as well as their fire resistance preventing the
toxic emissions or smoke.

12. MATERIALS

For the construction of the public areas of the terminal buildings, the use should be sought
of materials that in case of explosion fall in such a way that it minimizes the
formation of secondary fragments and, consequently, victims and damages, for which it must be
bear in mind:

a) Avoid using brittle materials that can break into fragments

cutting or pointed.

b) Use materials that are flexible and sturdy.

c) Provide adequately robust accessories, ideally with the same capacity of

resistance that the materials to which they are attached.

d) Minimize the opportunity for lightweight structures to collapse.

13. GLASSES

An explosive device that detonates inside or near a terminal building will cause serious
damage especially to the facade in this material (glass) will result in extensive injuries.
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There is a diversity of measures that can be taken to reduce the risk of injuries caused
through glass, such as applying a clear plastic film against shattering and providing
also net curtains for bomb explosions.

The failure characteristics of the types of glass are as follows:

a) Simple glass is brittle and fails quickly under low explosion pressures,
breaking into dangerously sharp pieces that can be ejected forcefully
due to the explosion and can cause serious injuries.

b) Reinforced and tempered glass is stronger and offers approximately double the level of
protection that single glass. It is made up of tension reinforcements 'enclosed' of
in a way that when it explodes it breaks into many small cubic fragments that are
less likely to cause injuries than the cutting fragments of ordinary glass.

c) Laminated glass generally consists of two sheets of glass separated by a layer

polyvinyl butyral (PVB) adhesive. Although glass shatters at a pressure similar to that of
ordinary glass, the intermediate layer of PVB acts as a membrane and can withstand
pressures far superior, provided that the laminated glass is well adjusted to its
new frame. The level of protection offered by a laminated glass with a thickness of 7.5mm
it is three times higher than that provided by simple annealed glass when compared to the
reinforced glass with lamination.

The repercussions of the previously indicated failure characteristics are as follows:

a) Reinforced glass withstands much better without chipping to shocks and local impacts caused
accidentally.

b) Regarding a certain explosive charge, the laminated glass will shatter and it will be necessary
replace it in a much larger area than in the case of reinforced glass.

c) At relatively large distances from the "explosion site of the charge," the reinforced glass
It will resist damage while laminated glass will shatter without breaking.

d) At an intermediate distance, the reinforced glass will disintegrate allowing the explosive wave to
propagates by transporting cubic glass fragments, while laminated glass
it will yield without breaking and will provide complete protection.

e) Regarding a certain explosive charge, laminated glass will shard and it will be necessary
replace it in a much larger area.

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14. SUPPLY OF ELECTRIC ENERGY

Regarding the supply of electrical energy for security equipment and control systems,
they must at least:

a) Security equipment (X-ray machines, CCTV, access control, intrusion systems,

they must have secondary or redundant sources of electrical energy;
b) Install voltage regulation inverters before each detection equipment in the
airports subjected to large voltage fluctuations;
c) Forecast the control of humidity and temperature of the air in the areas where they are located.
detection equipment and security control systems.

15. WATER SUPPLY

The supply of water is essential for the safety of civil aviation operations.
that, for design purposes, the water supply must be considered a vulnerable element and
develop contingency or emergency plans in case of interruption. There should be more
from a water supply source at an airport or locate the water supply within the
airport perimeter, in order to benefit from the general protection of all facilities
reserved, or in areas under appropriate security surveillance and, if possible, far from the
houses, public buildings or places without supervision.

16. FUEL RESERVES

The fuel supply facilities must be properly secured.

material in which the perimeter of the airport is constructed and must have systems
additional security measures such as (CCTV, fixed or mobile surveillance, security lighting,
signaling.

The technical specifications for these infrastructures are regulated by the Ministries of
Mines and Energy and Environment.

17. APPLICABLE REGULATIONS

✓ RAC 160–Civil Aviation Security.

✓ Doc. 8973–Aviation Security Manual.
✓ Annex 17 of the ICAO.

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