Status Report 2004-05-31

Recommendations

Department Position

1. Flight deck doors on aeroplanes (where applicable) to be retrofitted with fortified lockable doors to provide pilots with a secure flight deck and safeguard them from potential attack.

Two new Canadian Aviation Regulations (CAR), CAR 705.80 and CAR 705.45 and an amendment to CAR 705.27, were published on March 25, 2002 to mandate reinforced flight deck doors on all CAR 705 aeroplanes, to mandate the use of the flight deck door and to restrict the access to the flight deck. 

Along with these regulations, two new Commercial Air Service Standards (CASS) were published on the same datewhich require each air operator to establish procedures for the application of these regulations and to train the required personnel

Canadian registered aircraft have been retrofitted with flight deck doors that meet the requirements of CAR 705.80. 

2. Flight deck door locks should be designed so that pilots can lock or unlock the door without having to leave their seats.

This requirement has not been extended to aircraft for which the minimum flight crew is three or more, because it has been determined that the same level of safety was achieved with the presence of the additional flight crew member.

3. A flight deck door monitoring capability to allow the pilots to monitor the area outside the flight deck door, prior to opening the door (an example of this would be a non-recording video camera).

The International Civil Aviation Organization (ICAO) amended its International Standards and Recommended Practices (SARPs) to include monitoring capabilities for the area outside the flight deck door. This ICAO requirement will be effective November 1, 2003.

4. Airlines should have operating procedures on how to handle flight deck emergency situations when flight deck doors are locked.

These procedures have been addressed in the Commercial Air Services Standards {CASS 725.135 (rr) (iv)} associated with the new regulations requiring the locking and reinforcement of the flight deck doors, effective April 9, 2003.

Commercial and Business Aviation Advisory Circular No. 0125 provides information and guidance regarding flight deck door procedures. It may be accessed on the Transport Canada website at:

http://www.tc.gc.ca/CivilAviation
/commerce/circulars/AC0215.htm

5. Airlines should have operating procedures in place for opening/locking flight deck doors safely (e.g. for food/breaks,).

These procedures have been addressed in the Commercial Air Services Standards {CASS 725.135 (rr) (iii)} associated with the regulations requiring the locking and reinforcement of the flight deck doors.

Commercial and Business Aviation Advisory Circular No. 0125 provides information and guidance regarding flight deck door procedures. It may be accessed on the Transport Canada website at:

http://www.tc.gc.ca/CivilAviation
/commerce/circulars/AC0215.htm

6. Placards should be placed on all flight deck doors stating that it is a restricted area and access is prohibited (exact wording of placard to be determined).
   

Transport Canada agrees with the requirement for such a placard and the recommendation will be submitted to the CARAC rulemaking process.

7. Given the obligation of the PIC to give a Transport Canada Inspector free and uninterrupted access to the flight deck as per CAR 705.27 (1), it is recommended that a mechanism for the PIC to confirm the identity of the Transport Canada Inspector be developed

Transport Canada has one of the best pass systems in the world and has already taken steps to build on it. 

In the Federal 2001 Budget, funds were allocated for the analysis of advanced and evolving security practices and technologies for airport facilities and systems. The analysis looked at practices in other countries and security environments, and examined various technologies and systems, such as biometrics, and how best to apply them to Canada’s aviation security system.

The Minister has assigned Canadian Air Transport Security Authority (CATSA) the responsibility of developing and implementing, in partnership with airports, an enhanced restricted area pass system. This improved system will include databases supporting the issuance, verification, cancellation and tracking of restricted area passes, and will incorporate the use of biometrics. CATSA will work with Transport Canada, airports, unions, air operators and other aviation industry stakeholders to develop this improved system.

Full regulatory consultation will commence in Summer/Fall 2004.

8. Guidelines should be developed on who has access to the flight deck to occupy a jump seat, either by cabin crew or others.

This recommendation was divided into two categories: 

1. no notice of an occupant, and

2. prior notice of an occupant.

These provisions will ensure the safety of the flight deck while allowing the air operator the required flexibility to fulfill the needs of its operation.

Commercial and Business Aviation Advisory Circular No. 0125 provides information and guidance regarding flight deck door procedures. It may be accessed on the Transport Canada website at:

http://www.tc.gc.ca/CivilAviation
/commerce/circulars/AC0215.htm

9. In the event a new design standard is approved to have transponders remain “on” when in hi-jack mode, industry, in conjunction with ICAO should develop back up communication/procedures in the event of the following: 

1. Accidental tripping of the switch

2. Mechanical failure of transponder (switch is turned on accidentally)

3. Security threat has been diffused.

Transport Canada is working with the international community to harmonize our regulations and standards. 

10. For aircraft that have access to the baggage compartment in flight, airlines will be responsible for assuring that firearms are correctly locked and that the ammunition is stored separately, and neither are readily accessible during the flight.

In August 2002, the Transportation of Dangerous Goods Regulations were revised to restrict those who may transport ammunition loaded in a firearm, to police officers on duty on board the aircraft.

Harmonization of aviation standards, recommended practices and procedures is a fundamental principle that allows international civil aviation to be developed in a safe and orderly manner.

11. That Transport Canada in coordination with other interested groups pursues all avenues to protect against the possibility of a chemical/biological attack in both the airport and aircraft environments.

A strategy to approach this recommendation is under development.

The 2005/2006 version of the International Civil Aviation Organization Technical Instructions on the Safe Transport of Dangerous Goods, which will be adopted into Canadian law by the Transportation of Dangerous Goods Regulations, will introduce new guidelines recommending the establishment of dangerous goods security measures to be taken by operators, shippers and others involved in the transport of dangerous goods aboard aircraft to minimize theft or misuse of dangerous goods that may endanger persons or property. 

12. That Transport Canada reviews the location of the emergency equipment in the aircraft to determine the risks of having that equipment stored in the flight deck and/or how it is stored and secured in the aircraft cabin.

As a result of the implementation of the new flight deck door regulations, emergency equipment stowed on the flight deck is no longer accessible to passengers. Procedures on accessing equipment stowed on the aircraft flight deck in the event of an emergency have also been implemented as a result of the new regulations.

Transport Canada is currently reviewing appropriate locations for emergency equipment stowed in the cabin.

13. Pilots should use the forward lavatory (if one exists).

This is normal practice when a forward lavatory exists. 

Commercial and Business Aviation Advisory Circular No. 0125 provides information and guidance regarding flight deck door procedures. It may be accessed on the Transport Canada website at:

http://www.tc.gc.ca/CivilAviation
/commerce/circulars/AC0215.htm

14. Airlines with the support of the Canadian Government adopt a public position of non-compliance with any terrorist threat.

The Government of Canada and the aviation community support the position of non-compliance of any terrorist threat. A list of the actions taken by the Government (i.e. Anti-Terrorism Act, Public Safety Act, etc.) can be found at the following link:

http://canada.gc.ca/wire
/2001/09/110901-US_e.html

15. Operators ensure employees are aware of the importance of protecting their airport identification passes at all times.

Transport Canada will be issuing a Commercial and Business Aviation Advisory Circular to re-emphasize this requirement. 

16. To include security briefings as part of the pre-flight briefing to crew. 

The proposed amendment was accepted using the Canadian Aviation Regulation Advisory Council (CARAC) rulemaking process.

The proposal will now go through a legal review before promulgation.

17. A secondary discreet communication method should be in place to allow the cabin crew to communicate/inform the flight crew of a threat in the cabin.

The concept of a secondary discreet communication method is being considered within the international community.

Transport Canada is working with the international community to harmonize our regulations and standards.

18. Develop diversion and communication procedures for air intervention and to develop communication procedures and aids that facilitate rapid armed ground intervention.

Procedures have been developed and are in place.

19. The public address and interphone systems must always be operable or a secondary communication method must be in place.

This recommendation has been implemented in conjunction with our international partners by incorporating a change to the Master Minimum Equipment Lists.

20. That the issue of other service or boarded items (e.g. glassware, glass bottles, duty free liquor) that may become a source of weapons onboard aircraft (over and above subsection (2) of the above-referenced enhanced Air Carrier Security Measures) should be raised at an international aviation security forum for discussion (ICAO/AVSEC meeting).

Discussions have already taken place and an updated list of prohibited items can be found on Transport Canada’s Web site at www.tc.gc.ca.

A paper was presented at AVSEC in the Fall of 2002.

21. All deportees to be accompanied by a qualified security escort.

This recommendation has been reviewed in coordination with the Department of Citizenship and Immigration.

For further information on the deportee program, please contact the Department of Citizenship and Immigration at the following website:

http://www.cic.gc.ca/

22. Transport Canada Security and operators express their appreciation for the on or off duty law enforcement and fire rescue personnel who voluntarily identify themselves when boarding an aeroplane and also to encourage this voluntary self-identification whenever possible. Further Transport Canada Security should liaise with Police Forces (possibly through the Canadian Association of Chiefs of Police) to inform them of the benefits of voluntary self-identification for on and off duty law enforcement personnel to operating crew members.

This is already common practice.

23. 23. The Air Marshal program should be developed in consultation with subject matter experts in order to address aircraft operational and technical issues. Subject matter experts should include: ACPA, ALPA, Air Operators, RCMP, Peel Regional, Calgary Police Service, ATAC, AQTA, Transport Canada (Civil Aviation), CUPE, Canadian Labour Congress, CAW and Canadian Airports Council.

24. That all (flight and cabin) crew be trained (together as integrated crews where applicable) in the following areas:

1. Personal protection/self defense.

2. Effective identification and handling of passengers who may be a security threat.

3. How to prevent/delay unauthorized access to the flight deck.

4. How to deal with the threat of a terrorist attack. 

5. To incorporate our public policy of non-compliance with any terrorist act (see Recommendation 14 above).

6. Of biological and chemical substances procedures and protocols for incidents occurring on aircraft.

Regulatory requirements were made to the Air Carriers Security Measures in Spring 2004. Air Carriers have until February 2005 to implement their programs.

25. Anyone assigned to perform routine security searches on board an aircraft be properly trained.

26. Personnel should be properly trained to search all food and beverage containers and aircraft stores, prior to these items being placed on board an aircraft. In the event of a broken seal, handling procedures should be established by the airline.