THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002(1), and in particular Article 4(3) thereof,
Whereas:
(1) In accordance with Article 4(3) of Regulation (EC) No 300/2008, the Commission should adopt detailed measures for the implementation of common basic standards referred to in Article 4(1) and of general measures supplementing common basic standards referred to in Article 4(2) of that Regulation.
(2) If they contain sensitive security information, those measures should be treated in accordance with Commission Decision (EU, Euratom) 2015/444(2), as provided for by point (a) of Article 18 of Regulation (EC) No 300/2008. Those measures should therefore be adopted separately, by means of a Commission Implementing Decision addressed to the Member States, and should not be published.
(3) Commission Regulation (EU) No 185/2010(3), which lays down the measures referred to in Article 4(3) of Regulation (EC) No 300/2008, was amended 20 times since its entry into force. In order to ensure clarity and legal certainty, it should therefore be repealed and replaced by a new act, consolidating the initial act and all amendments thereto. That new act should also be clarified and updated where appropriate, in light of the practical experiences gained and the relevant technological developments.
(4) These measures should be reviewed regularly to ensure they are commensurate with the evolution of the threat.
(5) The measures provided for in this Regulation are in accordance with the opinion of the Committee on Civil Aviation Security set up by Article 19(1) of Regulation (EC) No 300/2008,
HAS ADOPTED THIS REGULATION:
The detailed measures for the implementation of the common basic standards for safeguarding civil aviation against acts of unlawful interference that jeopardise the security of civil aviation, referred to in Article 4(1) of Regulation (EC) No 300/2008, and the general measures supplementing those common basic standards, referred to in Article 4(2) of that Regulation, are set out in the Annex.
Regulation (EU) No 185/2010 is repealed. References to the repealed Regulation shall be construed as a reference to this Regulation.
This Regulation shall enter into force on the day following that of its publication in the Official Journal of the European Union.
It shall apply from 1 February 2016.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
For the purposes of this Chapter, ‘secured baggage’ means screened departing hold baggage that is physically protected so as to prevent the introduction of any objects.
Textual Amendments
a part of an airport to which screened departing passengers have access; and
a part of an airport through which screened departing hold baggage may pass or in which it may be held, unless it concerns secured baggage; and
a part of an airport designated for the parking of aircraft to be boarded or loaded.
When a security restricted area is established, a security search of the parts that could have been contaminated shall be carried out immediately before such an area is established in order to reasonably ensure that it does not contain prohibited articles. This provision shall be considered to be met for aircraft that are subject to an aircraft security search.
all parts of an airport to which screened departing passengers have access; and
all parts of an airport through which screened departing hold baggage may pass or in which it may be held, unless it concerns secured baggage.
A part of an airport shall be regarded as a critical part at least for the period of time that the activities referred to in points (a) or (b) are taking place.
Paragraph 1 shall be considered to be met for aircraft that are subject to an aircraft security search.
Paragraph 1 shall not apply when persons covered by point 1.3.2 and point 4.1.1.7 have had access to critical parts.
As far as passengers and crew members arriving from third countries other than those listed in Attachment 4-B are concerned, paragraph 1 shall only apply to those critical parts that are used by screened hold baggage and/or screened departing passengers not departing on the same aircraft as these passengers and crew members.
a valid boarding card or equivalent; or
a valid crew identification card; or
a valid airport identification card; or
a valid national appropriate authority identification card; or
a valid compliance authority identification card recognised by the national appropriate authority.
Alternatively, access may also be granted after positive identification via biometric data verification.
The card referred to in points 1.2.2.2(b)-(e), respectively, shall be checked before a person is granted access to security restricted areas in order to reasonably ensure that it is valid and corresponds to the holder.
Where biometric identification is used, the verification shall ensure that the person seeking access to security restricted areas holds one of the authorisations listed under point 1.2.2.2 and that this authorisation is valid and was not disabled.
an electronic system which limits access to one person at a time; or
authorised persons implementing access control.
The appropriate authority may define in its national aviation security programme that the limitation to one person at a time under point (a) does not apply at access points exclusively used by law enforcement officers.
A person who is not displaying his card in security restricted areas other than those areas where passengers are present shall be challenged by persons responsible for the implementation of point 1.5.1(c) and, as appropriate, be reported.
upon request of the issuing entity; or
upon termination of employment; or
upon change of employer; or
upon change of the need to have access to areas for which an authorisation has been given; or
upon expiry of the card; or
upon withdrawal of the card.
the name and photograph of the holder; and
the name of the air carrier; and
the word ‘crew’ in English; and
the expiry date.
the name and photograph of the holder; and
the name of the employer of the holder, unless electronically programmed; and
the name of either the issuing entity or the airport; and
the areas for which the holder is authorised to have access; and
the expiry date, unless electronically programmed.
The names and areas of access may be replaced by an equivalent identification.
the areas for which it is authorised to have access; and
the expiry date.
[ F2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .]
Textual Amendments
be fixed to the vehicle in a manner which ensures that it is non-transferable; or
be linked to the registered vehicle user through a secure vehicle registration database.
Electronic vehicle passes need not display the areas for which the vehicle is authorised to have access nor the expiry date, provided that this information is electronically readable and checked before granting access to security restricted areas. Electronic vehicle passes shall also be electronically readable in security restricted areas.]
upon request of the issuing entity; or
when the vehicle is no longer to be used for access to airside; or
upon expiry of the pass, unless the pass is automatically invalidated.
areas where passengers may be present; and
areas in the immediate proximity of the aircraft on which they have arrived or will depart; and
areas designated for crews; and
distances between the terminal or access point and the aircraft on which crew members have arrived or will depart.
hold a valid identification card as referred to in point 1.2.2.2(c), (d) or (e); and
be authorised to escort in security restricted areas; and
have the escorted person or persons in direct line of sight at all times; and
reasonably ensure that no security breach is committed by the person or persons being escorted.
Other exemptions shall be subject to provisions laid down in Commission Implementing Decision C(2015) 8005.
hand search;
walk-through metal detection equipment (WTMD);
explosive detection dogs;
explosive trace detection (ETD) equipment;
security scanners which do not use ionising radiation;
explosive trace detection (ETD) equipment combined with hand held metal detection (HHMD) equipment.
hand search;
x-ray equipment;
explosive detection systems (EDS) equipment;
explosive detection dogs;
explosive trace detection (ETD) equipment.
Textual Amendments
explosive detection dogs; and
explosive trace detection (ETD) equipment.
the boundaries between landside, airside, security restricted areas, critical parts and, where applicable, demarcated areas; and
areas of, and in proximity of, the terminal that are accessible to the public, including parking areas and roadways; and
the display and validity of persons' identification cards in security restricted areas other than those areas where passengers are present; and
the display and validity of vehicle passes when airside; and
hold baggage, cargo and mail, in-flight supplies and air carrier mail and materials in critical parts waiting to be loaded.
the size of the airport, including the number and nature of the operations; and
the layout of the airport, in particular the interrelationship between the areas established at the airport; and
the possibilities and limitations of means of undertaking surveillance, and patrols.
The parts of the risk assessment relating to the frequency and means of undertaking surveillance and patrols shall, upon request, be made available in writing for compliance monitoring purposes.
the person shall have an authorisation and shall carry it. The authorisation shall either be indicated on the identification card that grants access to security restricted areas or on a separate declaration in writing. The authorisation shall indicate the article(s) that may be carried, either as a category or as a specific article. If the authorisation is indicated on the identification card, then it shall be recognisable on a need-to-know basis; or
a system shall be in place at the security checkpoint indicating which persons are authorised to carry which article(s), either as a category or as a specific article.
guns, firearms and other devices that discharge projectiles — devices capable, or appearing capable, of being used to cause serious injury by discharging a projectile, including:
firearms of all types, such as pistols, revolvers, rifles, shotguns,
toy guns, replicas and imitation firearms capable of being mistaken for real weapons,
component parts of firearms, excluding telescopic sights,
compressed air and CO2 guns, such as pistols, pellet guns, rifles and ball bearing guns,
signal flare pistols and starter pistols,
bows, cross bows and arrows,
harpoon guns and spear guns,
slingshots and catapults;
stunning devices — devices designed specifically to stun or immobilise, including:
devices for shocking, such as stun guns, tasers and stun batons,
animal stunners and animal killers,
disabling and incapacitating chemicals, gases and sprays, such as mace, pepper sprays, capsicum sprays, tear gas, acid sprays and animal repellent sprays;
explosives and incendiary substances and devices — explosives and incendiary substances and devices capable, or appearing capable, of being used to cause serious injury or to pose a threat to the safety of aircraft, including:
ammunition,
blasting caps,
detonators and fuses,
replica or imitation explosive devices,
mines, grenades and other explosive military stores,
fireworks and other pyrotechnics,
smoke-generating canisters and smoke-generating cartridges,
dynamite, gunpowder and plastic explosives.
any other article capable of being used to cause serious injury and which is not commonly used in security restricted areas, e.g. martial arts equipment, swords, sabres, etc.
No provisions in this Regulation.
How to perform an aircraft security search shall be subject to the provisions laid down in Commission Implementing Decision C(2015) 8005.
The following information on the aircraft security search of a departing flight shall be recorded and kept at a point not on the aircraft for the duration of the flight or for 24 hours, whichever is longer:
flight number; and
origin of the previous flight.
Where an aircraft security search was performed, the information shall also include:
date and time that the aircraft security search was completed; and
the name and signature of the person responsible for the performance of the aircraft security search.
ensuring that persons seeking to gain unauthorised access are challenged promptly; or
having the external door closed. Where the aircraft is in a critical part, external doors that are not accessible by a person from the ground shall be considered closed if access aids have been removed and placed sufficiently far from the aircraft as to reasonably prevent access by a person; or
having electronic means which will immediately detect unauthorised access; or;
having an electronic airport identification card access system at all doors leading directly to the passenger boarding bridge, adjacent to an open aircraft door, which only allows access for persons that are trained in accordance with point 11.2.3.7. Such persons must ensure that unauthorised access is prevented, during their use of the door.
have access aids removed; or
be sealed; or
be locked; or
be monitored.
Point (a) shall not apply for a door that is accessible from the ground by a person.
Detailed provisions for an aircraft security search are laid down in Commission Implementing Decision C(2015) 8005.
As regards aircraft security, the following third countries, as well as other countries and territories to which, in accordance with Article 355 of the Treaty on the Functioning of the European Union, Title VI of Part Three of that Treaty does not apply, have been recognised as applying security standards equivalent to the common basic standards on civil aviation security:
Canada
Faroe Islands, in regard to Vagar airport
Greenland, in regard to Kangerlussuaq airport
Guernsey
Isle of Man
Jersey
Montenegro
Republic of Singapore, in regard to Singapore Changi Airport
United States of America
The Commission shall immediately notify the appropriate authorities of the Member States if it has information indicating that security standards applied by the third country or other country or territory concerned with a significant impact on overall levels of aviation security in the Union are no longer equivalent to the common basic standards of the Union.
The appropriate authorities of the Member States shall be notified without delay when the Commission has information about actions, including compensatory measures, confirming that the equivalency of relevant security standards applied by the third country or other country or territory concerned is re-established.]
Textual Amendments
F4 Substituted by Commission Implementing Regulation (EU) 2018/55 of 9 January 2018 amending Implementing Regulation (EU) 2015/1998 as regards adding the Republic of Singapore to the third countries recognised as applying security standards equivalent to the common basic standards on civil aviation security (Text with EEA relevance).
‘liquids, aerosols and gels’ (LAGs) shall include pastes, lotions, liquid/solid mixtures and the contents of pressurised containers, such as toothpaste, hair gel, drinks, soups, syrups, perfume, shaving foam and other items with similar consistencies;
‘security tamper-evident bag’ (STEB) is a bag that conforms to the recommended security control guidelines of the International Civil Aviation Organisation;
‘liquid explosive detection systems (LEDS) equipment’ is a piece of equipment capable of detecting threat materials that meets the provisions of point 12.7 of the Annex to Commission Implementing Decision C(2015) 8005.
hand search;
walk-through metal detection equipment (WTMD);
explosive detection dogs;
explosive trace detection (ETD) equipment;
security scanners which do not use ionising radiation;
ETD equipment combined with hand held metal detection (HHMD) equipment.
Where the screener cannot determine whether or not the passenger is carrying prohibited articles, the passenger shall be denied access to security restricted areas or rescreened to the screener's satisfaction.
security scanners shall not store, retain, copy, print or retrieve images. However, any image generated during the screening can be kept for the time needed for the human reviewer to analyse it and shall be deleted as soon as the passenger is cleared. Any unauthorised access and use of the image is prohibited and shall be prevented;
the human reviewer analysing the image shall be in a separate location so that he/she cannot see the screened passenger;
any technical devices capable of storing, copying or photographing or otherwise recording images shall not be allowed into the separate location where the image is analysed;
the image shall not be linked to any data concerning the screened person and his/her identity shall be kept anonymous;
a passenger may request that the image of his/her body is analysed by a human reviewer of the gender of his/her choice;
the image shall be blurred or obscured to prevent the identification of the face of the passenger.
Paragraphs (a) and (d) shall also apply to security scanners with automatic threat detection.
Passengers shall be entitled to opt out from a security scanner. In this case the passenger shall be screened by an alternative screening method including at least a hand search in accordance with Attachment 4-A of Commission Implementing Decision C(2015) 8005. When the security scanner alarms, the cause of the alarm shall be resolved.
Before being screened by a security scanner, the passenger shall be informed of the technology used, the conditions associated to its use and the possibility to opt out from a security scanner.
Before screening, LAGs shall be removed from cabin baggage and shall be screened separately from other items of cabin baggage, unless the equipment used for the screening of cabin baggage is also capable of screening multiple closed LAGs containers inside baggage.
Where LAGs have been removed from cabin baggage, the passenger shall present:
all LAGs in individual containers with a capacity not greater than 100 millilitres or equivalent in one transparent resealable plastic bag of a capacity not exceeding 1 litre, whereby the contents of the plastic bag fit comfortably and the bag is completely closed; and
all other LAGs, including STEBs containing LAGs.
Appropriate authorities, airlines and airports shall provide appropriate information to passengers in respect of the screening of LAGs at their airports.
a hand search;
x-ray equipment;
explosive detection systems (EDS) equipment;
explosive detection dogs in combination with point (a);
ETD equipment.
Where the screener cannot determine whether or not the cabin baggage contains any prohibited articles, it shall be rejected or rescreened to the screener's satisfaction.
There shall be a supervisor responsible for screeners of cabin baggage in order to assure optimum team composition, quality of work, training, support and appraisal.
if the LAGs are in individual containers with a capacity not greater than 100 millilitres or equivalent in one transparent resealable plastic bag of a capacity not exceeding 1 litre, whereby the contents of the plastic bag fit comfortably and the bag is completely closed;
if the LAG is sealed in a dedicated STEB upon purchase locally at the airport airside.]
be clearly identifiable as a STEB of that airport; and
display inside proof of purchase at that airport within the preceding period of three hours; and
be subject to the additional provisions laid down in Commission Implementing Decision C(2015) 8005.]
The protection of passengers and cabin baggage shall be subject to the provisions laid down in Commission Implementing Decision C(2015) 8005.
identity and gender of the person; and
reason for transportation; and
name and title of escorts, if provided; and
risk assessment by the competent authority, including reasons to escort or not; and
prior seating arrangement, if required; and
the nature of the available travel documents.
The air carrier shall make this information available to the pilot in command prior to passengers boarding the aircraft.
the appropriate authority has given consent that the article may be carried; and
the air carrier has been informed about the passenger and the article that the passenger is carrying prior to passengers boarding the aircraft; and
the applicable safety rules are complied with.
These articles shall then be placed in secure conditions on board aircraft.
Detailed provisions for a hand search are laid down in Commission Implementing Decision C(2015) 8005.
As regards passengers and cabin baggage, the following third countries, as well as other countries and territories to which, in accordance with Article 355 of the Treaty on the Functioning of the European Union, Title VI of Part Three of that Treaty does not apply, have been recognised as applying security standards equivalent to the common basic standards on civil aviation security:
Canada
Faroe Islands, in regard to Vagar airport
Greenland, in regard to Kangerlussuaq airport
Guernsey
Isle of Man
Jersey
Montenegro
Republic of Singapore, in regard to Singapore Changi Airport
United States of America
The Commission shall notify without delay the appropriate authorities of the Member States if it has information indicating that security standards applied by the third country or other country or territory concerned with a significant impact on overall levels of aviation security in the Union are no longer equivalent to the common basic standards of the Union.
The appropriate authorities of the Member States shall be notified without delay when the Commission has information about actions, including compensatory measures, confirming that the equivalency of relevant security standards applied by the third country or other country or territory concerned is re-established.]
Without prejudice to applicable safety rules, passengers are not permitted to carry the following articles into security restricted areas and on board an aircraft:
—
devices capable, or appearing capable, of being used to cause serious injury by discharging a projectile, including:
firearms of all types, such as pistols, revolvers, rifles, shotguns,
toy guns, replicas and imitation firearms capable of being mistaken for real weapons,
component parts of firearms, excluding telescopic sights,
compressed air and CO2 guns, such as pistols, pellet guns, rifles and ball bearing guns,
signal flare pistols and starter pistols,
bows, cross bows and arrows,
harpoon guns and spear guns,
slingshots and catapults;
—
devices designed specifically to stun or immobilise, including:
devices for shocking, such as stun guns, tasers and stun batons,
animal stunners and animal killers,
disabling and incapacitating chemicals, gases and sprays, such as mace, pepper sprays, capsicum sprays, tear gas, acid sprays and animal repellent sprays;
—
objects with a sharp point or sharp edge capable of being used to cause serious injury, including:
items designed for chopping, such as axes, hatchets and cleavers,
ice axes and ice picks,
razor blades,
box cutters,
knives with blades of more than 6 cm,
scissors with blades of more than 6 cm as measured from the fulcrum,
martial arts equipment with a sharp point or sharp edge,
swords and sabres;
—
tools capable of being used either to cause serious injury or to threaten the safety of aircraft, including:
crowbars,
drills and drill bits, including cordless portable power drills,
tools with a blade or a shaft of more than 6 cm capable of use as a weapon, such as screwdrivers and chisels,
saws, including cordless portable power saws,
blowtorches,
bolt guns and nail guns;
—
objects capable of being used to cause serious injury when used to hit, including:
baseball and softball bats,
clubs and batons, such as billy clubs, blackjacks and night sticks,
martial arts equipment;
—
explosives and incendiary substances and devices capable, or appearing capable, of being used to cause serious injury or to pose a threat to the safety of aircraft, including:
ammunition,
blasting caps,
detonators and fuses,
replica or imitation explosive devices,
mines, grenades and other explosive military stores,
fireworks and other pyrotechnics,
smoke-generating canisters and smoke-generating cartridges,
dynamite, gunpowder and plastic explosives.
a hand search; or
x-ray equipment; or
explosive detection systems (EDS) equipment; or
explosive trace detection (ETD) equipment; or
explosive detection dogs.
Where the screener cannot determine whether or not the hold baggage contains any prohibited articles, it shall be rejected or rescreened to the screener's satisfaction.
There shall be a supervisor responsible for screeners of hold baggage in order to assure optimum team composition, quality of work, training, support and appraisal.
no prohibited articles as listed in Attachment 5-B are introduced into the hold baggage; or
no prohibited articles as listed in Attachment 4-C are removed from the hold baggage and introduced into the security restricted areas or on board an aircraft.
the appropriate authority has national rules permitting carriage of the article; and
the applicable safety rules are complied with.
As regards hold baggage, the following third countries, as well as other countries and territories to which, in accordance with Article 355 of the Treaty on the Functioning of the European Union, Title VI of Part Three of that Treaty does not apply, have been recognised as applying security standards equivalent to the common basic standards on civil aviation security:
Canada
Faroe Islands, in regard to Vagar airport
Greenland, in regard to Kangerlussuaq airport
Guernsey
Isle of Man
Jersey
Montenegro
Republic of Singapore, in regard to Singapore Changi Airport
United States of America
The Commission shall notify without delay the appropriate authorities of the Member States if it has information indicating that security standards applied by the third country or other country or territory concerned with a significant impact on overall levels of aviation security in the Union are no longer equivalent to the common basic standards of the Union.
The appropriate authorities of the Member States shall be notified without delay when the Commission has information about actions, including compensatory measures, confirming that the equivalency of relevant security standards applied by the third country or other country or territory concerned is re-established.]
Passengers are not permitted to carry the following articles in their hold baggage:
—
explosives and incendiary substances and devices capable of being used to cause serious injury or to pose a threat to the safety of aircraft, including:
ammunition,
blasting caps,
detonators and fuses,
mines, grenades and other explosive military stores,
fireworks and other pyrotechnics,
smoke-generating canisters and smoke-generating cartridges,
dynamite, gunpowder and plastic explosives.
the required security controls have been applied to the consignment by a regulated agent and the consignment has been protected from unauthorised interference from the time that those security controls were applied and until loading; or
the required security controls have been applied to the consignment by a known consignor and the consignment has been protected from unauthorised interference from the time that those security controls were applied and until loading; or
the required security controls have been applied to the consignment by an account consignor, the consignment has been protected from unauthorised interference from the time that those security controls were applied and until loading, and it is not carried on a passenger aircraft; or
the consignment is exempt from screening and has been protected from unauthorised interference from the time that it became identifiable air cargo or identifiable air mail and until loading.
the means or method most likely to detect prohibited articles shall be employed, taking into consideration the nature of the consignment; and
the means or method employed shall be of a standard sufficient to reasonably ensure that no prohibited articles are concealed in the consignment.
hand search;
x-ray equipment;
EDS equipment;
explosive detection dogs (EDD);
ETD equipment;
visual check;
metal detection equipment (MDE).
[ F2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .]
Provisions for exemptions from screening are laid down in Commission Implementing Decision C(2015) 8005.
The approval as a regulated agent shall be site specific.
Any entity that applies security controls as referred to in point 6.3.2 shall be approved as a regulated agent. This includes third party logistics providers responsible for integrated warehousing and transportation services, air carriers and handling agents.
A regulated agent may subcontract one or more of the following:
any of the security controls referred to in point 6.3.2 to another regulated agent;
any of the security controls referred to in point 6.3.2 to another entity, where the controls are carried out at the regulated agent's own site or at an airport, and are covered by the regulated agent's or airport security programme;
any of the security controls referred to in point 6.3.2 to another entity, where the controls are carried out elsewhere than at the regulated agent's own site or at an airport, and the entity has been certified or approved and listed for the provision of these services by the appropriate authority;
the protection and transportation of consignments to a haulier that meets the requirements of point 6.6.
the applicant shall seek approval from the appropriate authority of the Member State in which the sites included in the application are located.
The applicant shall submit a security programme to the appropriate authority concerned. The programme shall describe the methods and procedures which are to be followed by the agent in order to comply with the requirements of Regulation (EC) No 300/2008 and its implementing acts. The programme shall also describe how compliance with these methods and procedures is to be monitored by the agent itself. An air carrier security programme which describes the methods and procedures to be followed by the air carrier in order to comply with the requirements of Regulation (EC) No 300/2008 and its implementing acts shall be regarded as meeting the requirement for a regulated agent security programme.
The applicant shall also submit the ‘Declaration of commitments — regulated agent’ as contained in Attachment 6-A. This declaration shall be signed by the applicant's legal representative or by the person responsible for security.
The signed declaration shall be retained by the appropriate authority concerned;
the appropriate authority or an EU aviation security validator acting on its behalf shall examine the security programme and then make an on-site verification of the sites specified in order to assess whether the applicant complies with the requirements of Regulation (EC) No 300/2008 and its implementing acts.
Except for the requirements laid down in point 6.2, an examination of the site of the applicant by the relevant customs authority in accordance with Article 14n of Commission Regulation (EEC) No 2454/93(6) shall be considered as an on-site verification if it took place not earlier than 3 years before the date on which the applicant seeks approval as a regulated agent. The AEO certificate and the relevant assessment of the customs authorities shall be made available by the applicant for further inspection.
if the appropriate authority is satisfied with the information provided under points (a) and (b), it shall ensure that the necessary details of the agent are entered into the ‘Union database on supply chain security’ not later than the next working day. When making the database entry the appropriate authority shall give each approved site a unique alphanumeric identifier in the standard format.
If the appropriate authority is not satisfied with the information provided under points (a) and (b) then the reasons shall promptly be notified to the entity seeking approval as a regulated agent;
a regulated agent shall not be considered as approved until its details are listed in the ‘Union database on supply chain security’.
An inspection at the premises of the regulated agent by the appropriate authority in accordance with its national quality control programme may be considered as an on-site verification, provided that it covers all the requirements necessary for approval.
Except for the requirements laid down in point 6.2, an examination of the site of the regulated agent by the relevant customs authority according to Article 14n of Regulation (EEC) No 2454/93 shall be considered as an on-site verification.
If the entity is no longer a holder of an AEO certificate referred to in point (b) or (c) of Article 14a(1) of Regulation (EEC) No 2454/93 or if this AEO certificate is suspended due to non-compliance with Article 14k of that Regulation, the appropriate authority shall undertake appropriate action to satisfy itself that the regulated agent complies with the requirements of Regulation (EC) No 300/2008.
The entity shall inform the appropriate authority of any changes related to its AEO certificate referred to in point (b) or (c) of Article 14a(1) of Regulation (EEC) No 2454/93.
Immediately after withdrawal, and in all cases within 24 hours, the appropriate authority shall ensure that the former regulated agent's change of status is indicated in the ‘Union database on supply chain security’.
Modalities for this exchange of information shall be established between the appropriate authority and the national customs authorities.
screened in accordance with point 6.2; or
accepted for storage under the regulated agent's exclusive responsibility, not identifiable as shipment for carriage on an aircraft before selection, and selected autonomously without any intervention of the consignor or any person or entity other than those appointed and trained by the regulated agent for that purpose.
Point (b) may only be applied if it is unpredictable for the consignor that the consignment is to be transported by air.
the unique alphanumeric identifier of the regulated agent as received from the appropriate authority;
a unique identifier of the consignment, such as the number of the (house or master) air waybill;
the content of the consignment, except for consignments listed in points 6.2.1(d) and (e) of Commission Implementing Decision C(2015) 8005;
the security status of the consignment, stating:
‘SPX’, meaning secure for passenger, all-cargo and all-mail aircraft, or
‘SCO’, meaning secure for all-cargo and all-mail aircraft only, or
‘SHR’, meaning secure for passenger, all-cargo and all-mail aircraft in accordance with high risk requirements;
[F1the reason why the security status was issued, stating:
‘ KC ’ , meaning received from known consignor; or
‘ AC ’ , meaning received from account consignor; or
‘ RA ’ , meaning selected by a regulated agent; or
the means or method of screening used, as follows:
hand search (PHS);
X-ray equipment (XRY);
EDS equipment (EDS);
explosive detection dogs (EDD)
ETD equipment (ETD);
visual check (VCK);
metal detection equipment (CMD);
any other method (AOM) in accordance with point 6.2.1.6 where the method used shall be specified; or
the grounds for exempting the consignment from screening;]
the name of the person who issued the security status, or an equivalent identification, and the date and time of issue;
the unique identifier received from the appropriate authority, of any regulated agent who has accepted the security status given to a consignment by another regulated agent.
A regulated agent tendering consignments to another regulated agent or air carrier may also decide to only transmit the information required under points (a) to (e) and (g) and to retain the information required under point (f) for the duration of the flight(s) or for 24 hours, whichever is the longer.
the regulated agent performing the consolidation retains the information required under points 6.3.2.6(a) to (g) for each individual consignment for the duration of the flight(s) or for 24 hours, whichever is the longer; and
the documentation accompanying the consolidation includes the alphanumeric identifier of the regulated agent who performed the consolidation, a unique identifier of the consolidation and its security status.
Point (a) shall not be required for consolidations that are always subject to screening or exempted from screening in line with points 6.2.1(d) and (e) of Commission Implementing Decision C(2015) 8005 if the regulated agent gives the consolidation a unique identifier and indicates the security status and a single reason why this security status was issued.
Security controls to be applied by a regulated agent shall also be subject to the additional provisions laid down in Commission Implementing Decision C(2015) 8005.
The approval as a known consignor shall be site specific.
[F1the applicant shall seek approval from the appropriate authority of the Member State in which its site is located.
The applicant shall submit a security programme to the appropriate authority concerned. The programme shall describe the methods and procedures which are to be followed by the consignor in order to comply with the requirements of Regulation (EC) No 300/2008 and its implementing acts. The programme shall also describe how compliance with these methods and procedures is to be monitored by the consignor itself.
The applicant shall be provided with the ‘ Guidance for known consignors ’ as contained in Attachment 6-B and the ‘ Validation checklist for known consignors ’ as contained in Attachment 6-C;
the appropriate authority, or EU aviation security validator acting on its behalf, shall examine the security programme and then make an on-site verification of the sites specified in order to assess whether the applicant complies with the requirements of Regulation (EC) No 300/2008 and its implementing acts.
In order to assess whether the applicant complies with these requirements, the appropriate authority, or EU aviation security validator acting on its behalf, shall make use of the ‘ Validation checklist for known consignors ’ as contained in Attachment 6-C. This checklist includes a declaration of commitments which shall be signed by the applicant's legal representative or by the person responsible for security at the site.
Once the validation checklist is completed, the information contained in the checklist shall be handled as classified information.
The signed declaration shall be retained by the appropriate authority concerned or retained by the EU aviation security validator and made available to the appropriate authority concerned;]
an examination of the site of the applicant by the relevant customs authority in accordance with Article 14n of Regulation (EEC) No 2454/93 shall be considered as an on-site verification if it took place not earlier than 3 years before the date on which the applicant seeks approval as a known consignor. In those cases, the applicant shall complete the information required in Part One of the ‘Validation checklist for known consignors’ as contained in Attachment 6-C and send it to the appropriate authority jointly with the declaration of commitments which shall be signed by the applicant's legal representative or by the person responsible for security at the site.
The AEO certificate and the relevant assessment of the customs authorities shall be made available by the applicant for further inspection.
The signed declaration shall be retained by the appropriate authority concerned or retained by the EU aviation security validator and made available on request to the appropriate authority concerned;
if the appropriate authority is satisfied with the information provided under points (a) and (b) or (a) and (c), as applicable, it shall ensure that the necessary details of the consignor are entered into the ‘Union database on supply chain security’ not later than the next working day. When making the database entry the appropriate authority shall give each approved site a unique alphanumeric identifier in the standard format.
If the appropriate authority is not satisfied with the information provided under points (a) and (b) or (a) and (c), as applicable, then the reasons shall promptly be notified to the entity seeking approval as a known consignor;
a known consignor shall not be considered as approved until its details are listed in the ‘Union database on supply chain security’.
An inspection at the premises of the known consignor by the appropriate authority in accordance with its national quality control programme may be considered as an on-site verification, provided that it covers all areas specified in the checklist of Attachment 6-C.
An examination of the site of the known consignor by the relevant customs authority in accordance with Article 14n of Regulation (EEC) No 2454/93 shall be considered as an on-site verification.
If the entity is no longer a holder of an AEO certificate referred to in point (b) or (c) of Article 14a(1) of Regulation (EEC) No 2454/93 or if this AEO certificate is suspended due to non-compliance with Article 14k of that Regulation, the appropriate authority shall undertake appropriate action to satisfy itself that the known consignor complies with the requirements of Regulation (EC) No 300/2008.
The entity shall inform the appropriate authority of any changes related to its AEO certificate referred to in point (b) or (c) of Article 14a(1) of Regulation (EEC) No 2454/93.
Immediately after withdrawal, and in all cases within 24 hours, the appropriate authority shall ensure that the consignor's change of status is indicated in the ‘Union database on supply chain security’.
[ F2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .]
Modalities for this exchange of information shall be established between the appropriate authority and the national customs authorities.
there is a level of security on the site or at the premises sufficient to protect identifiable air cargo and identifiable air mail from unauthorised interference; and
all staff implementing security controls are recruited and trained in accordance with the requirements of Chapter 11 and all staff with access to identifiable air cargo or identifiable air mail to which the required security controls have been applied have been recruited and subject to security awareness training in accordance with the requirements of Chapter 11; and
during production, packing, storage, despatch and/or transportation, as appropriate, identifiable air cargo and identifiable air mail is protected from unauthorised interference or tampering.
When, for whatever reason, these security controls have not been applied to a consignment, or where the consignment has not been originated by the known consignor for its own account, the known consignor shall clearly identify this to the regulated agent so that point 6.3.2.3 can be applied.
the company details, including the bona fide business address; and
the nature of the business; and
contact details, including those of the person(s) responsible for security; and
VAT reference number or company registration number; and
signed ‘ Declaration of commitments — account consignor ’ as contained in Attachment 6-D.
Where the account consignor is a holder of an AEO certificate referred to in point (b) or (c) of point (1) of Article 14a of Commission Regulation (EEC) No 2454/93, the AEO certificate number shall be maintained in the database referred to in the first paragraph.
The database shall be available for inspection by the appropriate authority.
the consignments shall be packed or sealed by the regulated agent, known consignor or account consignor so as to ensure that any tampering would be evident; where this is not possible alternative protection measures that ensure the integrity of the consignment shall be taken; and
the cargo load compartment of the vehicle in which the consignments are to be transported shall be locked or sealed or curtain sided vehicles shall be secured with TIR cords so as to ensure that any tampering would be evident, or the load area of flatbed vehicles shall be kept under observation; and
the haulier declaration as contained in Attachment 6-E shall be agreed by the haulier who has entered into the transport agreement with the regulated agent, known consignor or account consignor, unless the haulier is itself approved as a regulated agent.
The signed declaration shall be retained by the regulated agent, known consignor or account consignor on whose behalf the transport is carried out. On request, a copy of the signed declaration shall also be made available to the regulated agent or air carrier receiving the consignment or to the appropriate authority concerned.
As an alternative to point (c), the haulier may provide evidence to the regulated agent, known consignor or account consignor for whom it provides transport that it has been certified or approved by an appropriate authority.
This evidence shall include the requirements contained in Attachment 6-E and copies shall be retained by the regulated agent, known consignor or account consignor concerned. On request, a copy shall also be made available to the regulated agent or air carrier receiving the consignment or to another appropriate authority.
they are physically protected so as to prevent the introduction of a prohibited article; or
they are not left unattended and access is limited to persons involved in the protection and loading of cargo and mail onto an aircraft.]
Provisions for high risk cargo and mail are laid down in Commission Implementing Decision C(2015) 8005.
by the appropriate authority of the Member State that issued the air carrier's Air Operator's Certificate;
by the appropriate authority of the Member State listed in the Annex to Commission Regulation (EC) No 748/2009(7), for air carriers that do not hold an Air Operator's Certificate issued by a Member State;
by the appropriate authority of the Member State where the air carrier has its major base of operations in the Union, or any other appropriate authority of the Union by agreement with that appropriate authority, for air carriers not holding an Air Operator's Certificate issued by a Member State and not listed in the Annex to Regulation (EC) No 748/2009.
the nomination of a person with overall responsibility on the air carrier's behalf for the implementation of cargo or mail security provisions in respect of the relevant cargo operation; and
an EU aviation security validation report confirming the implementation of security measures.
an examination of the air carrier's security programme ensuring its relevance and completeness in respect of all points set out in Attachment 6-G; and
verification of the implementation of aviation security measures in respect of the relevant cargo operations by using the checklist set out in Attachment 6-C3.
At the airport from which the air carrier has relevant cargo operations before ACC3 designation can be granted for that airport.
If the EU aviation security validation thereupon establishes the non-implementation of one or more of the objectives listed in the checklist set out in Attachment 6-C3, the appropriate authority shall not designate the air carrier as ACC3 for the relevant cargo operations without proof of the implementation of measures by the air carrier rectifying the deficiency identified.
At a representative number of airports with relevant cargo operations of an air carrier before ACC3 designation is granted for all airports with relevant cargo operations of that air carrier. The following conditions apply:
this option is requested by an air carrier which operates several relevant air cargo operations; and
the appropriate authority has verified that the air carrier applies an internal security quality assurance programme that is equivalent to EU aviation security validation; and
the representative number shall be at least 3 or 5 %, whichever is the higher, and all airports situated in a high risk origin; and
the appropriate authority has agreed to a roadmap that ensures EU aviation security validations for every year of the designation at additional airports for which ACC3 designation will be granted or until all airports are validated. Those validations shall each year be at least equal in number to those required in (c). The roadmap shall state the reasons underpinning the choice of additional airports; and
all ACC3 designations shall end on the same day; and
where one of the EU aviation security validations agreed under the roadmap establishes the non-implementation of one or more of the objectives listed in the checklist set out in Attachment 6-C3, the designating appropriate authority shall require proof of the implementation of measures rectifying the deficiency identified at that airport, and, depending on the seriousness of the deficiency, request:
EU aviation security validation of all airports for which ACC3 designation is required in accordance with point 6.8.2.2.1 within a deadline set by the appropriate authority, or
twice the number of the EU aviation security validations established under (d) per each of the remaining years of ACC3 designations.
the required security controls have been applied to the consignment by an EU aviation security validated regulated agent (RA3) and the consignment has been protected from unauthorised interference from the time that those security controls were applied and until loading; or
the required security controls have been applied to the consignment by an EU aviation security validated known consignor (KC3) and the consignment has been protected from unauthorised interference from the time that those security controls were applied and until loading; or
the required security controls have been applied to the consignment by an account consignor (AC3) under the responsibility of the ACC3 or of an EU aviation security validated regulated agent (RA3), the consignment has been protected from unauthorised interference from the time that those security controls were applied and until loading, and it is not carried on a passenger aircraft; or
the consignment is exempted from screening in accordance with point (d) of point 6.1.1 and protected from unauthorised interference from the time that it became identifiable air cargo or identifiable air mail and until loading.
Point (c) shall apply until 30 June 2021 .]
transfer and transit cargo or mail that screening in accordance with point 6.8.3.2 or security controls have been applied by itself or by an EU aviation security validated entity at the point of origin or elsewhere in the supply chain and such consignments have been protected from unauthorised interference from the time that those security controls were applied and until loading; and
high risk cargo and mail that screening in accordance with point 6.7 has been applied by itself or by an EU aviation security validated entity at the point of origin or elsewhere in the supply chain, that such consignments have been labelled SHR and have been protected from unauthorised interference from the time that those security controls were applied and until loading.
verifying whether or not the unique alphanumeric identifier of the entity delivering the consignments is indicated on the accompanying documentation; and
confirming that the air carrier or entity delivering the consignment is listed as active in the Union database on supply chain security for the specified airport or site, as appropriate.
If there is no indication on the accompanying documentation of the identifier, or if the air carrier or entity delivering the consignments is not listed as active in the Union database on supply chain security, it shall be deemed that no security controls have previously been applied, and the consignments shall be screened by the ACC3 or by another EU aviation security validated RA3 before being loaded onto the aircraft.]
the unique alphanumeric identifier of the ACC3; and
the security status of the consignment as referred to in point (d) of point 6.3.2.6 and issued by an EU aviation security validated regulated agent (RA3); and
the unique identifier of the consignment, such as the number of the house or master air waybill, when applicable; and
the content of the consignment; and
the reasons for issuing the security status, including the means or method of screening used or the grounds for exempting the consignment from screening, using the standards adopted in the Consignment Security Declaration scheme.
the appropriate authority of the Member State responsible for the ACC3 designation of an air carrier at the third country airport where the applicant handles EU bound cargo; or
where there is no ACC3 designated air carrier in that country, the appropriate authority of the Member State responsible for the approval of the EU aviation security validator performing, or having performed, the validation.
The appropriate authority receiving the request shall start the designation process, or agree with the appropriate authority of another Member State on its delegation, taking into account political or aviation cooperation, or both.
the nomination of a person with overall responsibility on the entity's behalf for the implementation of cargo or mail security provisions in respect of the relevant cargo operation; and
an EU aviation security validation report confirming the implementation of security measures.
the ACC3's security programme shall set out details of security controls implemented on its behalf by third country entities from which it accepts cargo or mail directly for carriage into the Union. The EU aviation security validation of the ACC3 shall validate the security controls applied by those entities; or
the third country entities shall submit the relevant cargo handling activities to an EU aviation security validation at intervals not exceeding three years. The EU aviation security validation shall consist of the following:
an examination of the entity's security programme ensuring its relevance and completeness in respect of the operations performed; and
on-site verification of the implementation of aviation security measures in respect of the relevant cargo operations.
The validation report shall consist of, for third country regulated agents, the declaration of commitments as set out in Attachment 6-H2 and the checklist set out in Attachment 6-C2, and for third country known consignors, the declaration of commitments as set out in Attachment 6-H3 and the checklist set out in Attachment 6-C4. The validation report shall also include a declaration by the EU aviation security validator, as set out in Attachment 11-A.
the company details, including the bona fide business address; and
the nature of the business, excluding business sensitive information; and
contact details, including those of the person(s) responsible for security; and
the company registration number, if applicable; and
where available, the validation report; and
the unique alphanumeric identifier attributed in the Union database on supply chain security.
Where applicable, the database shall contain the above information for each account consignor under its responsibility in accordance with point (c) of point 6.8.3.1, from which the ACC3 directly accepts cargo or mail for carriage into the Union.
The database shall be available for inspection of the ACC3.
Other EU aviation security validated entities may maintain such a database.
the relevant aviation security operations of the network, including transport services between sites, are covered by a single security programme or by standardised security programmes; and
the implementation of the security programme(s) is subject to a single internal security quality assurance programme that is equivalent to EU aviation security validation; and
before designation of the network as EU aviation security regulated agent, the following sites of the entity have been subject to an EU aviation security validation:
the site(s) from which cargo or mail is directly delivered to an ACC3, and
at least two or 20 % of the sites of the network, whichever is the higher, from which cargo or mail is fed to site(s) referred to in point (i), and
all sites located in third countries listed in Attachment 6-I to Commission Implementing Decision C(2015) 8005.
In order to maintain EU aviation security validated regulated agent designation for all sites of the network not validated until 30 June 2018 at the latest, during every year after the year of designation, at least a further two or 20 %, whichever is the higher, of the sites from which cargo or mail is fed to the site(s) mentioned in point (i) shall be subjected to an EU aviation security validation, until all sites are validated.
An EU aviation security validator shall establish the roadmap listing the order of the locations to be validated each year selected on a random basis. The roadmap shall be established independently from the entity operating the network and may not be changed by that entity. This roadmap shall constitute an integral part of the validation report on the basis of which the network is designated as a third country EU validated regulated agent.
Once it has been subjected to an EU aviation security validation, a site of the network shall be considered as a third country regulated agent in accordance with point 6.8.4.2.
inform the air carrier or entity concerned promptly, request comments and appropriate measures rectifying the serious deficiency; and
promptly inform the other Member States and the Commission.
deactivate the status as ACC3, RA3 or KC3 of the operator or entity in the Union database on supply chain security; or
request the appropriate authority responsible for the designation to deactivate the status as ACC3, RA3 or KC3 of the operator or entity in the Union database on supply chain security.
In the situation referred to in the first paragraph, the authority, or the Commission, shall promptly inform the other Member States and the Commission.
at the request of or in agreement with the air carrier or the entity; or
where the ACC3, the RA3 or the KC3 does not pursue relevant cargo operations and does not react to a request for comments or otherwise obstructs the assessment of risk to aviation.
In accordance with Regulation (EC) No 300/2008 of the European Parliament and of the Council(8) on common rules in the field of civil aviation security and its implementing acts,
I declare that,
to the best of my knowledge, the information contained in the company's security programme is true and accurate,
the practices and procedures set out in this security programme will be implemented and maintained at all sites covered by the programme,
this security programme will be adjusted and adapted to comply with all future relevant changes to Union legislation, unless [name of company] informs [name of appropriate authority] that it no longer wishes to trade as a regulated agent,
[name of company] will inform [name of appropriate authority] in writing of:
minor changes to its security programme, such as company name, person responsible for security or contact details, change of person requiring access to the ‘Union database on supply chain security’, promptly and at least within 10 working days; and
major planned changes, such as new screening procedures, major building works which might affect its compliance with relevant Union legislation or change of site/address, at least 15 working days prior to their commencement/the planned change,
in order to ensure compliance with relevant Union legislation, [name of company] will cooperate fully with all inspections, as required, and provide access to all documents, as requested by inspectors,
[name of company] will inform [name of appropriate authority] of any serious security breaches and of any suspicious circumstances which may be relevant to air cargo/air mail security, in particular any attempt to conceal prohibited articles in consignments,
[name of company] will ensure that all relevant staff receive training in accordance with Chapter 11 of the Annex to Implementing Regulation (EU) 2015/1998 and are aware of their security responsibilities under the company's security programme; and
[name of company] will inform [name of appropriate authority] if:
it ceases trading;
it no longer deals with air cargo/air mail; or
it can no longer meet the requirements of the relevant Union legislation.
I shall accept full responsibility for this declaration.
Name:
Position in company:
Date:
Signature:
This guidance will help you to assess your existing security arrangements against the required criteria for known consignors as described in Regulation (EC) No 300/2008 of the European Parliament and of the Council(9) and its implementing acts. This should enable you to ensure that you meet the requirements before arranging an official on-site validation visit.
It is important that the validator is able to talk to the right people during the validation visit (e.g. person responsible for security and person responsible for recruitment of staff). An EU checklist will be used to record the validator's assessments. Once the validation checklist is completed, the information contained in the checklist will be handled as classified information.
Please note that questions on the EU checklist are of two types: (1) those where a negative response will automatically mean that you cannot be accepted as a known consignor and (2) those which will be used to build up a general picture of your security provisions to allow the validator to reach an overall conclusion. The areas where a ‘fail’ will automatically be recorded are indicated by the requirements indicated in bold type below. If there is a ‘fail’ on the requirements indicated in bold type, the reasons will be given to you and advice on adjustments needed to pass.
If you are a holder of an AEO certificate referred to in point (b) or (c) of Article 14a(1) of Commission Regulation (EEC) No 2454/93(10) (so called AEOF and AEOS certificates) and if the site for which you are requesting the known consignor status has been successfully examined by customs authorities at a date not earlier than 3 years before the date of requesting the known consignor status, you are required to fill out and have signed by a legal representative of your company Part 1 concerning the organisation and responsibilities as well as the declaration of commitments of the ‘Validation checklist for known consignors’ as contained in attachment 6-C.
The cargo must be originated by your company on the site to be inspected. This covers manufacture on the site and pick and pack operations where the items are not identifiable as air cargo until they are selected to meet an order. (See also Note.)
You will have to determine where a consignment of cargo/mail becomes identifiable as air cargo/air mail and demonstrate that you have the relevant measures in place to protect it from unauthorised interference or tampering. This will include details concerning the production, packing, storage and/or despatch.
You will be required to provide details about your organisation (name, VAT or Chamber of Commerce number or Corporate registration number if applicable, AEO certificate number and the date of the last examination of this site by customs authorities, if applicable), address of the site to be validated and main address of organisation (if different from the site to be validated). The date of the previous validation visit and last unique alphanumeric identifier (if applicable) are required, as well as of the nature of the business, the approximate number of employees on site, name and title of the person responsible for air cargo/air mail security and contact details.
You will be required to provide details of your recruitment procedures for all staff (permanent, temporary or agency staff, drivers) with access to identifiable air cargo/air mail. The recruitment procedure shall include a pre-employment check or a background check in accordance with point 11.1 of the Annex to Implementing Regulation (EU) 2015/1998. The on-site validation visit will involve an interview with the person responsible for the recruitment of staff. He/she will need to present evidence (e.g. blank forms) to substantiate the company procedures. This recruitment procedure shall apply to staff recruited after 29 April 2010.
You will need to demonstrate that all staff (permanent, temporary or agency staff, drivers) with access to air cargo/air mail have received the appropriate training on security awareness matters. This training shall take place in accordance with point 11.2.7 of the Annex to Implementing Regulation (EU) 2015/1998. Individual training records should be kept on file. In addition, you will be required to show that all relevant staff implementing security controls have received training or recurrent training in accordance with Chapter 11 of the Annex to Implementing Regulation (EU) 2015/1998.
You will be required to demonstrate how your site is protected (e.g. a physical fence or barrier) and that relevant access control procedures are in place. Where applicable, you will be required to provide details of any possible alarm- and/or CCTV system. It is essential that access to the area where air cargo/air mail is processed or stored, is controlled. All doors, windows and other points of access to air cargo/air mail need to be secured or subject to access control.
You will need to demonstrate that access to the production area is controlled and the production process supervised. If the product can be identified as air cargo/air mail in the course of production then you will have to show that measures are taken to protect air cargo/air mail from unauthorised interference or tampering at this stage.
You will need to demonstrate that access to the packing area is controlled and the packing process supervised. If the product can be identified as air cargo/air mail in the course of packing then you will have to show that measures are taken to protect air cargo/air mail from unauthorised interference or tampering at this stage.
You will be required to provide details of your packing process and show that all finished goods are checked prior to packing.
You will need to describe the finished outer packing and demonstrate that it is robust. You also have to demonstrate how the finished outer packing is made tamper evident, for example by the use of numbered seals, security tape, special stamps or cardboard boxes fixed by a tape. You also need to show that you hold those under secure conditions when not in use and control their issue.
You will need to demonstrate that access to the storage area is controlled. If the product can be identified as air cargo/air mail while being stored then you will have to show that measures are taken to protect air cargo/air mail from unauthorised interference or tampering at this stage.
Finally, you will have to demonstrate that finished and packed air cargo/air mail is checked before despatch.
You will need to demonstrate that access to the despatch area is controlled. If the product can be identified as air cargo/air mail in the course of despatch then you will have to show that measures are taken to protect air cargo/air mail from unauthorised interference or tampering at this stage.
You will have to provide details concerning the method of transportation of cargo/mail to the regulated agent.
If you use your own transport, you will have to demonstrate that your drivers have been trained to the required level. If a contractor is used by your company, you will have to ensure that a) the air cargo/air mail is sealed or packed by you so as to ensure that any tampering would be evident and b) the haulier declaration as contained in Attachment 6-E of the Annex to Implementing Regulation (EU) 2015/1998 has been signed by the haulier.
If you are responsible for the transportation of air cargo/air mail, you will have to show that the means of transport are securable, either through the use of seals, if practicable, or any other method. Where numbered seals are used, you will have to demonstrate that access to the seals is controlled and numbers are recorded; if other methods are used you will have to show how cargo/mail is made tamper evident and/or kept secure. In addition you will need to show that there are measures in place to verify the identity of the drivers of vehicles collecting your air cargo/air mail. You will also need to show that you ensure that cargo/mail is secure when it leaves the premises. You will have to demonstrate that air cargo/air mail is protected from unauthorised interference during transportation.
You will not have to provide evidence about driver training or a copy of the haulier declaration where a regulated agent has made the transport arrangements for collecting air cargo/air mail from your premises.
You will need to declare that you will accept unannounced inspections by the appropriate authority's inspectors for the purpose of monitoring these standards.
You will also need to declare to provide [name of appropriate authority] with the relevant details promptly but at least within 10 working days if:
the overall responsibility for security is assigned to anyone other than the person named
there are any other changes to premises or procedures likely to significantly impact on security
your company ceases trading, no longer deals with air cargo/air mail or can no longer meet the requirements of the relevant EU legislation.
Finally, you will need to declare to maintain standards of security until the subsequent on-site validation visit and/or inspection.
You will then be required to accept full responsibility for the declaration and to sign the validation document.
Assembled explosive and incendiary devices may be carried in consignments of cargo if the requirements of all safety rules are met in full.
A known consignor may pass consignments which it has not itself originated to a regulated agent, provided that:
they are separated from consignments which it has originated; and
the origin is clearly indicated on the consignment or on accompanying documentation.
All such consignments must be screened before they are loaded on to an aircraft.
When completing this form please note that:
Items marked ‘(*)’ are required data and MUST be completed.
If the answer to any question in bold type is NO, the validation MUST be assessed as a FAIL. This does not apply where the questions do not apply.
The overall assessment can only be assessed as a PASS after the consignor has signed the declaration of commitments on the last page.
The original declaration of commitments must be retained by or made available to the appropriate authority until the validation expires. A copy of the declaration should also be given to the consignor.
Aim: To establish the point (or: place) where cargo/mail becomes identifiable as air cargo/air mail.
Describe:
NB: Detailed information should be given on the protection of identifiable air cargo/air mail from unauthorised interference or tampering in Parts 5 to 8. U.K.
Aim: To ensure that all staff (permanent, temporary, agency staff, drivers) with access to identifiable air cargo/air mail have been subject to an appropriate pre-employment check and/or background check as well as trained in accordance with point 11.2.7 of the Annex to Implementing Regulation (EU) 2015/1998. In addition, to ensure that all staff implementing security controls in respect of supplies are trained in accordance with Chapter 11 of the Annex to Implementing Regulation (EU) 2015/1998.
Whether or not 3.1 and 3.2 are questions in bold type (and thus where a NO answer must be assessed as a fail) depends on the applicable national rules of the State where the site is located. However, at least one of these two questions shall be in bold type, whereby it should also be allowed that where a background has been carried out, then a pre-employment check is no longer required. The person responsible for implementing security controls shall always have a background check.
Aim: To establish if there is a level of (physical) security on the site or at the premises sufficient to protect identifiable air cargo/air mail from unauthorised interference.
Aim: To protect identifiable air cargo/air mail from unauthorised interference or tampering.
Answer these questions where the product could be identified as air cargo/air mail in the course of the production process.
Aim: To protect identifiable air cargo/air mail from unauthorised interference or tampering.
Answer these questions where the product could be identified as air cargo/air mail in the course of the packing process.
Aim: To protect identifiable air cargo/air mail from unauthorised interference or tampering.
Answer these questions where the product could be identified as air cargo/air mail in the course of the storage process.
Aim: To protect identifiable air cargo/air mail from unauthorised interference or tampering.
Answer these questions where the product could be identified as air cargo/air mail in the course of the despatch process.
Aim: to establish the procedures for dealing with unsecured consignments.
Answer these questions only if consignments for carriage by air are being accepted from other companies.
Aim: To protect identifiable air cargo/air mail from unauthorised interference or tampering.
I declare that:
I will accept unannounced inspections by the appropriate authority's inspectors for the purpose of monitoring these standards. If the inspector discovers any serious lapses in security, this could lead to the withdrawal of my status as known consignor.
I will provide [name of appropriate authority] with the relevant details promptly but at least within 10 working days if:
the overall responsibility for security is assigned to anyone other than the person named at point 1.10;
there are any other changes to premises or procedures likely to significantly impact on security; and
the company ceases trading, no longer deals with air cargo/air mail or can no longer meet the requirements of the relevant Union legislation.
I will maintain standards of security until the subsequent on-site validation visit and/or inspection.
I shall accept full responsibility for this declaration.
| Signed | |
| Position in company | |
Assessment (and notification)
| Pass/Fail | |
| Where the overall assessment is a fail, list below the areas where the consignor fails to achieve the required standard of security or has a specific vulnerability. Also advice on the adjustments needed to achieve the required standard and thus to pass. | |
| Signed | |
| (Name of validator) | |
Third country entities have the option to become part of an ACC3's ( Air cargo or mail carrier operating into the Union from a third country airport ) secure supply chain by seeking designation as a third country EU aviation security validated regulated agent (RA3). An RA3 is a cargo handling entity located in a third country that is validated and approved as such on the basis of an EU aviation security validation.
An RA3 shall ensure that security controls including screening where applicable have been applied to consignments bound for the Union and the consignments have been protected from unauthorised interference from the time that those security controls were applied and until the consignments are loaded onto an aircraft or are otherwise handed over to an ACC3 or other RA3.
The prerequisites for carrying air cargo or air mail into the Union (11) or Iceland, Norway and Switzerland are provided for in Implementing Regulation (EU) 2015/1998.
The checklist is the instrument to be used by the EU aviation security validator for assessing the level of security applied to EU or EEA bound air cargo or air mail (12) by or under the responsibility of the entity seeking designation as a RA3. The checklist is to be used only in the cases specified in point (b) of point 6.8.5.1 of the Annex to Implementing Regulation (EU) 2015/1998. In cases specified in point (a) of point 6.8.5.1 of that Annex, the EU aviation security validator shall use the ACC3 checklist.
A validation report shall be delivered to the designating appropriate authority and to the validated entity within a maximum of one month after the on-site verification. Integral parts of the validation report shall be at least:
the completed checklist signed by the EU aviation security validator and where applicable commented by the validated entity; and
the declaration of commitments (Attachment 6-H2 to Implementing Regulation (EU) 2015/1998) signed by the validated entity; and
an independence declaration (Attachment 11-A to Implementing Regulation (EU) 2015/1998) in respect of the entity validated signed by the EU aviation security validator.
Page numbering, the date of the EU aviation security validation and initialling on each page by the validator and the validated entity shall be the proof of the validation report's integrity.
The RA3 shall be able to use the report in its business relations with any ACC3 and where applicable, with any RA3.
By default the validation report shall be in English.
Part 5 — Screening and Part 6 — High risk cargo or mail (HRCM) shall be assessed against the requirements of Chapters 6.7 and 6.8 of the Annex to Implementing Regulation (EU) 2015/1998. For those parts that cannot be assessed against the requirements of Implementing Regulation (EU) 2015/1998, baseline standards are the Standards and Recommended Practices (SARPs) of Annex 17 to the Convention on International Civil Aviation and the guidance material contained in the ICAO Aviation Security Manual (Doc 8973-Restricted).
All applicable and relevant parts of the checklist must be completed, in accordance with the business model and operations of the entity being validated. Where no information is available, this must be explained.
After each part, the EU aviation security validator shall conclude if and to what extent the objectives of this part are met.
Objective: No air cargo or air mail shall be carried to the EU or EEA without being subject to security controls. Cargo and mail delivered by an RA3 to an ACC3 or another RA3 may only be accepted as secure cargo or mail if such security controls are applied by the RA3. Details of such controls are provided in the following Parts of this checklist.
The RA3 shall have procedures in place to ensure that appropriate security controls are applied to all EU or EEA bound air cargo and air mail and that secure cargo or mail is protected until being transferred to an ACC3 or another RA3. Security controls shall consist of one of the following:
physical screening which shall be of a standard sufficient to reasonably ensure that no prohibited articles are concealed in the consignment;
other security controls, part of a supply chain security process, that reasonably ensure that no prohibited articles are concealed in the consignment and which have been applied by another RA3, KC3 or AC3 designated by the RA3.
Reference: point 6.8.3 of the Annex to Implementing Regulation (EU) 2015/1998.
| 2.1. Has the entity established a security programme? | |
|---|---|
| YES or NO | |
| If NO go directly to point 2.5. | |
| 2.2. Entity security programme | |
| Date — use exact format dd/mm/yyyy | |
| Version | |
| Is the security programme submitted and/or approved by the appropriate authority of the state of the entity? If YES please describe the process. | |
| 2.3. Does the security programme sufficiently cover the elements mentioned in parts 3 to 9 of the checklist? | |
| YES or NO | |
| If NO, describe why detailing the reasons | |
| 2.4. Is the security programme conclusive, robust and complete? | |
| YES or NO | |
| If NO, specify the reasons | |
| 2.5. Has the entity established a process to ensure that air cargo or air mail is submitted to appropriate security controls before being transferred to an ACC3 or another RA3? | |
| YES or NO | |
| If YES, describe the process | |
| 2.6. Has the entity a management system (such as instruments, instructions) in place to ensure that the required security controls are implemented? | |
| YES or NO | |
| If YES, describe the management system and explain if it is approved, checked or provided by the appropriate authority or another entity. | |
| If NO, explain how the entity ensures that security controls are applied in the required manner. | |
| 2.7. Conclusions and general comments on the reliance, conclusiveness and robustness of the process. | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: To ensure the required security controls are applied, the RA3 shall assign responsible and competent staff to work in the field of securing air cargo or air mail. Staff with access to secured air cargo must possess all the competencies required to perform their duties and shall be appropriately trained.
To fulfil that objective, the RA3 shall have procedures in place to ensure that all staff (such as permanent, temporary, agency staff, drivers) with direct and unescorted access to air cargo or air mail to which security controls are being or have been applied:
have been subject to initial and recurrent pre-employment checks or background checks, which are at least in accordance with the requirements of the local authorities of the RA3 premises validated; and
have completed initial and recurrent security training to be aware of their security responsibilities in accordance with the requirements of the local authorities of the RA3 premises validated.
A background check means a check of a person's identity and previous experience, including where legally permissible, any criminal history as part of the assessment of an individual's suitability to implement a security control and/or for unescorted access to a security restricted area (ICAO Annex 17 definition).
A pre-employment check shall establish the person's identity on the basis of documentary evidence, cover employment, education and any gaps during at least the preceding five years, and require the person to sign a declaration detailing any criminal history in all states of residence during at least the preceding 5 years (Union definition).
Reference: point 6.8.3.1 of the Annex to Implementing Regulation (EU) 2015/1998.
| 3.1. Is there a procedure ensuring that all staff with direct and unescorted access to secured air cargo/air mail is subject to a pre-employment check that assesses background and competence? | |
|---|---|
| YES or NO | |
| If YES, indicate the number of preceding years taken into account for the pre-employment check and state which entity carries it out. | |
| 3.2. Does this procedure include? | |
| □ background check □ pre-employment check □ check of criminal records □ interviews □ other (provide details) Explain the elements, indicate which entity carries this element out and where applicable, indicate the preceding timeframe that is taken into account. | |
| 3.3. Is there a procedure ensuring that the person responsible for the application and supervision of the implementation of security controls at the site is subject to a pre-employment check that assesses background and competence? | |
| YES or NO | |
| If YES, indicate the number of preceding years taken into account for the pre-employment check and state which entity carries it out. | |
| 3.4. Does this procedure include? | |
| □ background check □ pre-employment check □ check of criminal records □ interviews □ other (provide details) Explain the elements, indicate which entity carries this element out and where applicable, indicate the preceding timeframe that is taken into account. | |
| 3.5. Do staff with direct and unescorted access to secured air cargo or air mail receive security training before being given access to secured air cargo or air mail? | |
| YES or NO | |
| If YES, describe the elements and duration of the training | |
| 3.6. Do staff that accept, screen or protect air cargo or air mail receive specific job-related training? | |
| YES or NO | |
| If YES, describe the elements and durations of training courses. | |
| 3.7. Do staff referred to in points 3.5 and 3.6 receive recurrent training? | |
| YES or NO | |
| If YES, specify the elements and the frequency of the recurrent training | |
| 3.8. Conclusion: do the measures concerning staff recruitment and training ensure that all staff with access to secured air cargo or air mail have been properly recruited and trained to a standard sufficient to be aware of their security responsibilities? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: The RA3 may receive cargo or mail from another RA3, a KC3, an AC3 or from an unknown consignor. The RA3 shall have appropriate acceptance procedures for cargo and mail in place in order to establish whether a consignment comes from a secure supply chain or not and subsequently which security measures need to be applied to it.
When accepting any consignments, the RA3 shall establish the status of the entity from which it receives the consignments verifying whether or not the unique alphanumeric identifier (UAI) of the entity delivering the consignments is indicated on the accompanying documentation, and confirming that the air carrier or entity delivering the consignment is listed as active in the Union database on supply chain security for the specified airport or site, as appropriate.
If there is no indication of the UAI on the documentation or if the status of the air carrier or entity on the Union database on supply chain security is not active, the RA3 shall treat the consignments as arriving from an unknown source.
Additionally, a RA3 shall maintain a database giving at least the following information for each regulated agent or known consignor that has been subject to EU aviation security validation in accordance with point 6.8.5.1, from which it directly accepts cargo or mail to be delivered to an ACC3 for carriage into the Union:
the company details, including the bona fide business address;
the nature of the business, excluding business sensitive information;
contact details, including those of the person(s) responsible for security;
the company registration number, if applicable;
where available, the validation report;
the unique alphanumeric identifier attributed in the Union database on supply chain security.
Reference: points 6.8.3.1, 6.8.3.5, and 6.8.5.4 of the Annex to Implementing Regulation (EU) 2015/1998.
Note : An RA3 may only accept cargo from an AC3 as secure cargo, if this RA3 has designated this consignor itself as AC3, in accordance with point (c) of point 6.8.3.1 of the Annex to Implementing Regulation (EU) 2015/1998, and accounts for the cargo delivered by this consignor. U.K.
| 4.1. When accepting a consignment, does the entity establish whether it comes from another RA3, a KC3, an AC3 or an unknown consignor? | |
|---|---|
| YES or NO | |
| If YES, how? | |
| 4.2. Does the entity verify the indication of the UAI on the documentation accompanying consignments received from another ACC3, RA3 or KC3 and confirms the active status of the ACC3, RA3 or KC3 on the Union database on supply chain security? | |
| YES or NO | |
| 4.3. Does the entity have a procedure to ensure that in case the documentation does not contain the UAI or the entity from which the cargo is received has no active status on the Union database on supply chain security, the consignment is treated as shipment coming from an unknown source? | |
| YES or NO | |
| 4.4. Does the entity designate consignors as AC3? | |
| YES or NO | |
| If YES, describe the procedure and the safeguards required by the entity from the consignor. | |
| 4.5. When accepting a consignment, does the entity establish whether its destination is an EU or EEA airport? | |
| YES or NO — explain | |
| 4.6. If YES — does the entity submit all air cargo or air mail to the same security controls when the destination is an EU or EEA airport? | |
| YES or NO | |
| If YES, describe the procedure | |
| 4.7. When accepting a consignment, does the entity establish whether it is to be regarded as high risk cargo and mail (HRCM) (see definition in Part 6), including for consignments that are delivered by other modes of transport than by air? | |
| YES or NO | |
| If YES, how? Describe the procedure | |
| 4.8. When accepting a secured consignment, does the validated entity establish whether it has been protected from unauthorised interference or tampering? | |
| YES or NO | |
| If YES, describe by which means (for example, using seals, locks, inspection) | |
| 4.9. Is the person making the delivery required to present an official identification document containing a photo? | |
| YES or NO | |
| 4.10. Is there a process in place to identify consignments that require screening? | |
| YES or NO | |
| If YES, how? | |
| 4.11. Conclusion: Are the acceptance procedures sufficient to establish that air cargo or air mail to an EU or EEA airport destination comes from a secure supply chain or needs to be subject to screening? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the entity | |
| Comments from EU aviation security validator | |
Objective: Where the RA3 accepts cargo and mail which does not come from a secure supply chain, the RA3 needs to subject these consignments to appropriate screening before it may be delivered to an ACC3 as secure cargo. The RA3 shall have procedures in place to ensure that EU or EEA bound air cargo and air mail for transfer, transit or unloading at a Union airport is screened by the means or methods referred to in Union legislation to a standard sufficient to reasonably ensure that it contains no prohibited articles.
Where screening of air cargo or air mail is performed by or on behalf of the appropriate authority in the third country, the RA3 shall declare this fact and specify the way adequate screening is ensured.
Reference: point 6.8.3 of the Annex to Implementing Regulation (EU) 2015/1998.
| 5.1. Is screening applied on behalf of the entity by another entity? | |
|---|---|
| YES or NO | |
| If YES, Specify the nature of these entities and provide details:
Specify the nature of the agreement or contract between the validated entity and the entity that applies the screening on its behalf. | |
| 5.2. Is the entity able to request the appropriate security controls in case the screening is carried out by one of the above entities? | |
| YES or NO | |
| If NO, provide details | |
| 5.3. By which instruments and instructions (such as oversight, monitoring, and quality control) does the entity ensure that security controls are applied in the required manner by such service providers? | |
| 5.4. What methods of screening are used for air cargo and mail? | |
| Specify, including details of equipment used for screening air cargo and air mail (such as manufacturer, type, software version, standard, serial number) for all the methods deployed. | |
| 5.5. Is the equipment or method (such as explosive detection dogs) used included in the most recent EU, European Civil Aviation Conference (ECAC) or the Transportation Security Administration (TSA) of the US compliance list? | |
| YES or NO | |
| If YES, provide details | |
| If NO, give details specifying the approval of the equipment and date thereof, as well as any indications that it complies with EU equipment standards. | |
| 5.6. Is the equipment used in accordance with the manufacturers' concept of operations (CONOPS) and is the equipment regularly tested and maintained? | |
| YES or NO | |
| If YES, describe the process | |
| 5.7. In case EDDs are deployed, are they subjected to initial and recurrent training, approval and quality control process to a standard equivalent to the EU or TSA requirements? | |
| YES or NO | |
| If YES, describe the entire process and the related documentation supporting the assessment | |
| 5.8. In case EDDs are used, is the screening process following a deployment methodology equivalent to EU or TSA standards? | |
| YES or NO | |
| If YES, describe the entire process and the related documentation supporting the assessment | |
| 5.9. Is the nature of the consignment taken into consideration during screening? | |
| YES or NO | |
| If YES, describe how it is ensured that the screening method selected is employed to a standard sufficient to reasonably ensure that no prohibited articles are concealed in the consignment. | |
| 5.10. Is there a process for the resolution of the alarm generated by the screening equipment? For some equipment, such as x-ray equipment, the alarm is triggered by the operator himself. | |
| YES or NO | |
| If YES, describe the process of resolving alarms to reasonably ensure the absence of prohibited articles. | |
| If NO, describe what happens to the consignment | |
| 5.11. Are any consignments exempt from security screening? | |
| YES or NO | |
| 5.12. Are there any exemptions that do not comply with the Union list? | |
| YES or NO | |
| If YES, detail | |
| 5.13. Is access to the screening area controlled to ensure that only authorised and trained staff are granted access? | |
| YES or NO | |
| If YES, describe | |
| 5.14. Is an established quality control and/or testing regime in place? | |
| YES or NO | |
| If YES, describe | |
| 5.15. Conclusion: Is air cargo or air mail screened by one of the means or methods listed in point 6.2.1 of the Annex to Implementing Regulation (EU) 2015/1998 to a standard sufficient to reasonably ensure that it contains no prohibited articles? | |
| YES or NO | |
| If NO, specify reason | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: Consignments which originate from or transfer in locations identified as high risk by the Union or which appear to have been significantly tampered with are to be considered as high risk cargo and mail (HRCM). Such consignments have to be screened in line with specific instructions. The RA3 shall have procedures in place to ensure that EU or EEA bound HRCM is identified and subject to appropriate controls as defined in the Union legislation.
The ACC3 to which the RA3 delivers air cargo or mail for transportation shall be authorised to inform the RA3 about the latest state of relevant information on high risk origins.
The RA3 shall apply the same measures, irrespective of whether it receives high risk cargo and mail from an air carrier or through other modes of transportation.
Reference: point 6.7 of the Annex to Implementing Regulation (EU) 2015/1998.
Note : HRCM cleared for carriage into the EU/EEA shall be issued the security status ‘SHR’, meaning secure for passenger, all-cargo and all-mail aircraft in accordance with high risk requirements.
| 6.1. Do staff responsible for performing security controls know which air cargo and mail is to be treated as high risk cargo and mail (HRCM)? | |
|---|---|
| YES or NO | |
| If YES, describe | |
| 6.2. Does the entity have procedures in place for the identification of HRCM? | |
| YES or NO | |
| If YES, describe | |
| 6.3. Is HRCM subject to HRCM screening procedures according to Union legislation? | |
| YES or NO | |
| If NO, indicate procedures applied | |
| 6.4. After screening, does the entity issue a security status declaration for SHR in the documentation accompanying the consignment? | |
| YES or NO | |
| If YES, describe how security status is issued and in which document | |
| 6.5. Conclusion: Is the process put in place by the entity relevant and sufficient to ensure that all HRCM has been properly treated before loading? | |
| YES or NO | |
| If NO, specify reason | |
| Comments from the entity | |
| Comments from EU aviation security validator | |
Objective: The RA3 shall have procedures in place to ensure EU or EEA bound air cargo and/or air mail is protected from unauthorised interference and/or any tampering from the point where security screening or other security controls are applied or from the point of acceptance after screening or security controls have been applied, until loading or transferring to an ACC3 or another RA3. If previously secured air cargo and mail is not protected afterwards, it may not be loaded or transferred to an ACC3 or another RA3 as secure cargo or mail.
Protection can be provided by different means such as physical (for example barriers, locked rooms), human (for example patrols, trained staff) and technological (for example CCTV, intrusion alarm).
EU or EEA bound secured air cargo or mail should be separated from air cargo or mail which is not secured.
Reference: point 6.8.3.1 of the Annex to Implementing Regulation (EU) 2015/1998.
| 7.1. Is protection of secured air cargo and air mail applied on behalf of the validated entity by another entity? | |
|---|---|
| YES or NO | |
| If YES, Specify the nature of these entities and provide details:
| |
| 7.2. Are security controls and protection in place to prevent tampering during the screening process? | |
| YES or NO | |
| If YES, describe Specify what kind(s) of protection(s) are put in place:
Explain how they are organised. | |
| 7.3. Is the secure air cargo/air mail only accessible to authorised persons? | |
| YES or NO | |
| If YES, describe Specify how all access points (including doors and windows) to identifiable and secured air cargo or air mail are controlled. | |
| 7.4. Are there procedures in place to ensure EU or EEA bound air cargo or air mail to which security controls have been applied are protected from unauthorised interference from the time it has been secured until its loading or is transferred to an ACC3 or another RA3? | |
| YES or NO | |
| If YES, describe how it is protected (for example by physical, human, technological means) Specify also if the building is of solid construction and what kinds of materials are used, if available. | |
| If NO, specify reasons | |
| 7.5. Conclusion: Is the protection of consignments sufficiently robust to prevent unlawful interference? | |
| YES or NO | |
| If NO, specify reason | |
| Comments from the entity | |
| Comments from EU aviation security validator | |
Objective: The RA3 shall ensure that the documentation accompanying a consignment to which the RA3 has applied security controls (such as screening, protection), contains at least:
the unique alphanumeric identifier received from the designating appropriate authority; and
the unique identifier of the consignment, such as the number of the (house or master) air waybill, when applicable; and
the content of the consignment; and
the security status, indicated as follows:
‘ SPX ’ , which means secure for passenger, all-cargo and all-mail aircraft, or
‘ SCO ’ , which means secure for all-cargo and all-mail aircraft only, or
‘ SHR ’ , which means secure for passenger, all-cargo and all-mail aircraft in accordance with high risk requirements.
If the security status is issued by the RA3, the entity shall additionally indicate the reasons for issuing it, such as the means or method of screening used or the grounds for exempting the consignment from screening, using the standards adopted in the Consignment Security Declaration scheme.
The documentation accompanying the consignment may either be in the form of an air waybill, equivalent postal documentation or in a separate declaration, and either in an electronic format or in writing.
Reference: point (d) of point 6.3.2.6, points 6.8.3.4, 6.8.3.5 and 6.8.3.6 of the Annex to Implementing Regulation (EU) 2015/1998
| 8.1. Does the entity ensure that appropriate accompanying documentation is established, and include the information required in point (d) of point 6.3.2.6, points 6.8.3.4, 6.8.3.5 and 6.8.3.6 of the Annex to Implementing Regulation (EU) 2015/1998? | |
|---|---|
| YES or NO | |
| If NO, explain | |
| 8.2. In particular, does the entity specify the status of the cargo and how this was achieved? | |
| YES or NO | |
| If NO, explain | |
| 8.3. Conclusion: Is the documentation process sufficient to ensure that cargo or mail is provided with proper accompanying documentation which specifies the correct security status and all required information? | |
| YES or NO | |
| If NO, specify reason | |
| Comments from the entity | |
| Comments from EU aviation security validator | |
Objective: Air cargo and air mail must be protected from unauthorised interference or tampering from the time it has been secured until its loading or until it is transferred to an ACC3 or another RA3. This includes protection during transportation to the aircraft, to the ACC3 or to another RA3. If previously secured air cargo and mail is not protected during transportation, it may not be loaded or transferred to an ACC3 or another RA3 as secure cargo.
During transportation to an aircraft, an ACC3 or another RA3, the RA3 is responsible for the protection of the secure consignments. This includes cases where the transportation is undertaken by another entity, such as a freight forwarder, on its behalf. This does not include cases whereby the consignments are transported under the responsibility of an ACC3 or another RA3.
Reference: point 6.8.3 of the Annex to Implementing Regulation (EU) 2015/1998.
Objective: After assessing Parts 1 to 9 of this checklist, the EU aviation security validator has to conclude if its on-site verification confirms the implementation of the security controls in compliance with the objectives listed in this checklist for the EU or EEA bound air cargo or air mail.
Two different scenarios are possible. The EU aviation security validator concludes that the entity:
has succeeded in complying with the objectives referred to in this checklist. A validation report shall be delivered to the designating appropriate authority and to the validated entity within a maximum of one month after the on-site verification;
has failed in complying with the objectives referred to in this checklist. In that case, the entity is not authorised to deliver secured air cargo or mail for EU or EEA destination to an ACC3 or to another RA3. It shall receive a copy of the completed checklist stating the deficiencies.
| 10.1. General conclusion: Indicate the case closest to the situation validated | |
|---|---|
| 1 or 2 | |
| Comments from EU aviation security validator | |
| Comments from the entity | |
Name of the validator:
Date:
Signature:]
Providing the name of the entity, the name and the position of the contact person and the date of the visit or interview.
| Name of entity | Name of contact person | Position of contact person | Date of visit or interview |
|---|---|---|---|
ACC3 ( Air cargo or mail carrier operating into the Union from a third country airport ) designation is the prerequisite for carrying air cargo or air mail into the European Union (13) (EU) or Iceland, Norway and Switzerland and is required by Implementing Regulation (EU) 2015/1998.
ACC3 designation is in principle required for all flights carrying cargo or mail for transfer, transit or unloading at EU or EEA airports (14) . The appropriate authorities of the Member States of the European Union, Iceland, Norway and Switzerland are each responsible for the designation of specific air carriers as ACC3. The designation is based on the security programme of an air carrier and on an on-site verification of the implementation in compliance with the objectives referred to in this validation checklist.
The checklist is the instrument to be used by the EU aviation security validator for assessing the level of security applied to EU or EEA bound air cargo or air mail by or under the responsibility of the ACC3 or an air carrier applying for ACC3 designation.
A validation report shall be delivered to the designating appropriate authority and to the validated entity within a maximum of one month after the on-site verification. Integral parts of the validation report shall be at least:
the completed checklist signed by the EU aviation security validator and where applicable commented by the validated entity; and
the declaration of commitments (Attachment 6-H1 to Implementing Regulation (EU) 2015/1998) signed by the validated entity; and
an independence declaration (Attachment 11-A to Implementing Regulation (EU) 2015/1998) in respect of the entity validated signed by the EU aviation security validator.
Page numbering, the date of the EU aviation security validation and initialling on each page by the validator and the validated entity shall be the proof of the validation report's integrity. By default the validation report shall be drafted in English.
Part 3 — Security programme of the air carrier, Part 6 — Database, Part 7 — Screening and Part 8 — High risk cargo or mail (HRCM) shall be assessed against the requirements of Chapters 6.7 and 6.8 of the Annex to Implementing Regulation (EU) 2015/1998. For the other parts, baseline standards are the Standards and Recommended Practices (SARPs) of Annex 17 to the Convention on International Civil Aviation and the guidance material contained in the ICAO Aviation Security Manual (Doc 8973-Restricted).
All applicable and relevant parts of the checklist must be completed, in accordance with the business model and operations of the entity being validated. Where no information is available, this must be explained.
After each part, the EU aviation security validator shall conclude if and to what extent the objectives of this part are met.
| 1.1. Date(s) of validation | |
|---|---|
| Use exact date format, such as 01.10.2012 to 02.10.2012 | |
| dd/mm/yyyy | |
| 1.2. Date of previous validation and unique alphanumeric identifier (UAI) of the ACC3 where available | |
| dd/mm/yyyy | |
| UAI | |
| 1.3. Aviation security validator information | |
| Name | |
| Company/Organisation/Authority | |
| UAI | |
| Email address | |
| Telephone number — including international codes | |
| 1.4. Name of air carrier to be validated | |
| Name | |
| AOC (Air Operators Certificate) issued in (name of State): | |
| International Air Transport Association (IATA) code or International Civil Aviation Organisation (ICAO) code if IATA code does not exist for. Specify which code applies. | |
| State responsible for designating air carrier as ACC3 | |
| 1.5. Details of third country airport location to be validated or cargo or mail facilities linked to it | |
| Name | |
| IATA or ICAO code for the airport | |
| Country | |
| 1.6. Nature of air carrier's business — More than one business type may be applicable | |
| (a) passenger and cargo/mail carrier; (b) cargo and mail only carrier; (c) cargo only carrier; (d) mail only carrier; (e) integrator; (f) charter. | |
| 1.7. Name and title of person responsible for third country air cargo or air mail security | |
| Name | |
| Job title | |
| Email address | |
| Telephone number — including international codes | |
| 1.8. Address of the air carrier's main office at the airport being visited | |
| Number/Unit/Building/Airport | |
| Street | |
| Town | |
| Postcode | |
| State (where relevant) | |
| Country | |
| 1.9. Address of the air carrier's main office, for example the corporate headquarters | |
| Number/Unit/Building/Airport | |
| Street | |
| Town | |
| Postcode | |
| State (where relevant) | |
| Country | |
Objective: No air cargo or mail shall be carried to the EU or EEA without being subject to security controls. Details of such controls are provided by the following Parts of this checklist. The ACC3 shall not accept cargo or mail for carriage on an EU-bound aircraft unless the application of screening or other security controls is confirmed and accounted for by an EU aviation security validated regulated agent, an EU aviation security validated known consignor or an account consignor designated by itself or by an EU aviation security validated regulated agent, or such consignments are subject to screening in accordance with the Union legislation.
The ACC3 shall have a process to ensure that appropriate security controls are applied to all EU or EEA bound air cargo and air mail unless it is exempted from screening in accordance with the Union legislation and that cargo or mail is protected thereafter until loading onto aircraft. Security controls shall consist of:
physical screening which shall be of a standard sufficient to reasonably ensure that no prohibited articles are concealed in the consignment, or
other security controls which are part of a supply chain security process that reasonably ensure that no prohibited articles are concealed in the consignment applied by EU aviation security validated regulated agents or known consignors or by an account consignor designated by itself or by an EU aviation security validated regulated agent.
Reference: point 6.8.3 of the Annex to Implementing Regulation (EU) 2015/1998
| 2.1. Has the air carrier established a process to ensure that air cargo or air mail is submitted to appropriate security controls prior to being loaded onto an EU or EEA bound aircraft? | |
|---|---|
| YES or NO | |
| If YES, describe the process | |
| 2.2. Are the security controls applied by the air carrier or on its behalf by an entity covered under the air carrier's security programme? | |
| If YES, provide details | |
| If NO, which entities not covered by the air carrier's security programme apply security controls to air cargo or mail carried by this air carrier into the EU or EEA? | |
| Specify the nature of these entities and provide details:
| |
| 2.3. By which instruments and instructions (such as oversight, monitoring, and quality control) does the air carrier ensure that security controls are applied in the required manner by the above service providers? | |
| 2.4. Is the air carrier able to request the appropriate security controls in case the screening is carried out by entities which are not covered by the air carrier's security programme, such as government facilities? | |
| YES or NO | |
| If NO, provide details | |
| 2.5. By which instruments and instructions (such as oversight, monitoring, and quality control) does the air carrier ensure that security controls are applied in the required manner by such service providers? | |
| 2.6. Has a regulated agent or known consignor programme for air cargo and mail been put in place in accordance with ICAO standards in the State of the airport at which the validation visit takes place? | |
| If YES, describe the elements of the programme and how it has been put in place | |
| 2.7. Conclusions and general comments on the reliance, conclusiveness and robustness of the process. | |
| Comments from the air carrier | |
| Comments from the EU aviation security validator | |
Objective: The ACC3 shall ensure that its security programme includes all the aviation security measures relevant and sufficient for air cargo and mail to be transported into the Union.
The security programme and associated documentation of the air carrier shall be the basis of security controls applied in compliance with the objective of this checklist. The air carrier may wish to consider passing its documentation to the EU aviation security validator in advance of the site visit to help acquaint him with the details of the locations to be visited.
Reference: point 6.8.2.1 of the Annex and Attachment 6-G to Implementing Regulation (EU) 2015/1998
Note : The following points listed in Attachment 6-G to Implementing Regulation (EU) 2015/1998 shall be appropriately covered:
description of measures for air cargo and mail;
procedures for acceptance;
regulated agent scheme and criteria;
known consignor scheme and criteria;
account consignor scheme and criteria;
standard of screening;
location of screening;
details of screening equipment;
details of operator or service provider;
list of exemptions from security screening;
treatment of high risk cargo and mail.
| 3.1. Air carrier security programme | |
|---|---|
| Date — use exact date format dd/mm/yyyy | |
| Version | |
| Has the programme been submitted to an EU or EEA appropriate authority at an earlier stage? If YES was it for ACC3 designation? Other purposes? | |
| 3.2. Does the security programme cover sufficiently the elements of the list above? | |
| YES or NO | |
| If NO, describe why detailing the reasons | |
| 3.3. Are the aviation security measures described by the security programme relevant and sufficient to secure EU or EEA bound air cargo or air mail according to the required standards? | |
| YES or NO | |
| If NO, describe why detailing the reasons | |
| 3.4. Conclusion: Is the security programme conclusive, robust and complete? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the air carrier | |
| Comments from the EU aviation security validator | |
Objective: The ACC3 shall assign responsible and competent staff to work in the field of securing air cargo or air mail. Staff with access to secured air cargo possess all the competencies required to perform their duties and are appropriately trained.
In order to fulfil that objective, the ACC3 shall have a procedure to ensure that all staff (such as permanent, temporary, agency staff, drivers) with direct and unescorted access to air cargo or air mail to which security controls are being or have been applied:
have been subject to initial and recurrent pre-employment checks or background checks, which are at least in accordance with the requirements of the local authorities of the airport validated, and
have completed initial and recurrent security training to be aware of their security responsibilities in accordance with the requirements of the local authorities of the airport validated.
Reference: point 6.8.3.1 of the Annex to Implementing Regulation (EU) 2015/1998
A background check means a check of a person's identity and previous experience, including where legally permissible, any criminal history as part of the assessment of an individual's suitability to implement a security control or for unescorted access to a security restricted area (ICAO Annex 17 definition).
A pre-employment check shall establish the person's identity on the basis of documentary evidence, cover employment, education and any gaps during at least the preceding five years, and require the person to sign a declaration detailing any criminal history in all states of residence during at least the preceding five years (Union definition).
| 4.1. Is there a procedure ensuring that all staff with direct and unescorted access to secured air cargo or air mail are subject to pre-employment checks that assesses background and competence? | |
|---|---|
| YES or NO | |
| If YES, indicate the number of preceding years taken into account for the pre-employment check and state which entity carries it out. | |
| 4.2. Does this procedure include? | |
Explain the elements, indicate which entity carries this element out and where applicable, indicate the preceding timeframe that is taken into account. | |
| 4.3. Is there a procedure ensuring that the person responsible for the application and supervision of the implementation of security controls at the site is subject to a pre-employment check that assesses background and competence? | |
| YES or NO | |
| If YES, indicate the number of preceding years taken into account for the pre-employment check and state which entity carries it out. | |
| 4.4. Does this procedure include? | |
Explain the elements, indicate which entity carries this element out and where applicable, indicate the preceding timeframe that is taken into account. | |
| 4.5. Do staff with direct and unescorted access to secured air cargo or air mail receive security training before being given access to secured air cargo or air mail? | |
| YES or NO | |
| If YES, describe the elements and duration of the training | |
| 4.6. Do staff that accept, screen or protect air cargo or air mail receive specific job related training? | |
| YES or NO | |
| If YES, describe the elements and durations of training courses. | |
| 4.7. Do staff referred to in points 4.5 and 4.6 receive recurrent training? | |
| YES or NO | |
| If YES, specify the elements and the frequency of the recurrent training | |
| 4.8. Conclusion: do the measures concerning staff recruitment and training ensure that all staff with access to secured air cargo or air mail have been properly assigned and trained to a standard sufficient to be aware of their security responsibilities? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the air carrier | |
| Comments from the EU aviation security validator | |
Objective: The ACC3 shall have a procedure in place in order to assess and verify upon acceptance the security status of a consignment in respect of previous controls.
The procedure shall include the following elements:
confirmation that the entity delivering the consignment is listed as active in the Union database on supply chain security for the specified airport or site;
verification that the Union database unique alphanumeric identifier of the entity delivering the consignment is indicated on the accompanying documentation;
in case of consignments received from an account consignor, verification that the entity is in listed in the air carrier's database.
If there is no indication on the accompanying documentation of the identifier, or if the air carrier or entity delivering the consignments is not listed as active in the Union database on supply chain security, or in the case of account consignors the entity is not in the air carrier's database, it shall be deemed that no security controls have previously been applied, and the consignments shall be screened by the ACC3 or by another EU aviation security validated RA3 before being loaded onto the aircraft;
verification of whether the consignment is delivered by a person nominated by the EU aviation security validated regulated agent or known consignor as listed in its database or an account consignor of such a regulated agent or designated by the air carrier itself;
the person nominated shall correspond to the person tasked to deliver the air cargo or air mail to the air carrier. The person delivering the consignment to the air carrier shall present an identity card, passport, driving license or other document, which includes his or her photograph and which has been issued or is recognised by the national authority;
where applicable, verification of whether the consignment is presented with all the required security information (air waybill and security status information on paper or by electronic means, description of the consignment and unique identifier thereof, reasons for issuing the security status, means or methods of screening or grounds for exemption from screening) that corresponds to the air cargo and mail consignments being delivered;
verification of whether the consignment is free from any signs of tampering; and
verification of whether the consignment has to be treated as high risk cargo and mail (HRCM).
Reference: point 6.8.3.5, 6.8.3.6, 6.8.3.7, and 6.8.5.4 of the Annex to Implementing Regulation (EU) 2015/1998
| 5.1. When directly accepting a consignment, does the air carrier establish whether it comes from a regulated agent, a known consignor or an account consignor recognised according to Union air cargo legislation and listed in the Union database on supply chain security and in the database kept by the air carrier? | |
|---|---|
| YES or NO | |
| If YES, describe the procedure | |
| 5.2. Does the air carrier verify the indication of the UAI on the documentation accompanying consignments received from another ACC3, RA3 or KC3 and confirms the active status of the ACC3, RA3 or KC3 on the database on supply chain security? | |
| YES or NO | |
| 5.3. Does the entity have a procedure to ensure that in case the documentation does not contain the UAI or the entity from which the cargo is received has no active status on the Union database on supply chain security, the consignment is treated as shipment coming from an unknown source? | |
| YES or NO | |
| 5.4. Does the air carrier designate consignors as AC3? | |
| YES or NO | |
| If YES, describe the procedure and the safeguards required by the air carrier from the consignor. | |
| 5.5. When directly accepting a consignment, does the air carrier establish whether its destination is an EU or EEA airport? | |
| YES or NO — explain | |
| 5.6. If YES — does the air carrier submit all cargo or mail to the same security controls when the destination is an EU or EEA airport? | |
| YES or NO | |
| If YES, describe the procedure | |
| 5.7. When directly accepting a consignment, does the air carrier establish whether it is to be regarded as high risk cargo and mail (HRCM), including for consignments that are delivered by other modes of transport other than air? | |
| YES or NO | |
| If YES, how? Describe the procedure | |
| 5.8. When accepting a secured consignment, does the air carrier establish whether it has been protected from unauthorised interference and/or tampering? | |
| YES or NO | |
| If YES, describe (such as seals, locks). | |
| 5.9. If the air carrier accepts transit air cargo or air mail at this location (cargo or mail that departs on the same aircraft it arrived on), does the air carrier establish on the basis of the given data whether or not further security controls need to be applied? | |
| YES or NO | |
| If YES, how is it established? | |
| If NO, what controls are applied to ensure security of EU or EEA bound cargo and mail? | |
| 5.10. If the air carrier accepts transfer air cargo or air mail at this location (cargo or mail that departs on a different aircraft to the one it arrived on), does the air carrier establish on the basis of the given data whether or not further security controls need to be applied? | |
| YES or NO | |
| If YES, how is it established? | |
| If NO, what controls are applied to ensure security of EU or EEA bound cargo and mail? | |
| 5.11. Is the person delivering secured known air cargo to the air carrier required to present an official identification document containing a photograph? | |
| YES or NO | |
| 5.12. Conclusion: Are the acceptance procedures sufficient to establish whether air cargo or air mail comes from a secure supply chain or that it needs to be subjected to screening? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the air carrier | |
| Comments from the EU aviation security validator | |
Objective: Where the ACC3 is not obliged to apply 100 % screening to EU/EEA bound air cargo or air mail, the ACC3 shall ensure the cargo or mail comes from an EU aviation security validated entity designated by the appropriate authority of an EU Member State as third country regulated agent (RA3) or third country known consignor (KC3), or from an account consignor (AC3) designated by itself or by a third country regulated agent.
For monitoring the security relevant audit trail the ACC3 shall verify the active status of the RA3 and KC3 on the Union database of supply chain security, and maintain a database giving the following information for each entity or person from which it directly accepts cargo or mail:
the status of the involved entity (regulated agent or known consignor),
the company details, including the bona fide business address,
the nature of the business, excluding business sensitive information,
contact details, including those of the person(s) responsible for security,
the unique alphanumeric identifier attributed in the Union database on supply chain security, or in case the entity is an AC3 the company registration number.
When receiving air cargo or mail from a RA3 or KC3 the ACC3 shall check in the Union database whether the entity is listed as active, and for AC3 in the air carrier's database. If the RA3 or KC3 status is not active or the AC3 is not included in the database, the air cargo or air mail delivered by such entity shall be screened before loading.
Reference: point (a) of point 6.8.3.5 and point 6.8.5.4 of the Annex to Implementing Regulation (EU) 2015/1998
| 6.1. When directly accepting a consignment, does the air carrier establish whether it comes from a regulated agent, a known consignor or an account consignor recognised according to Union air cargo legislation and listed in the Union database on supply chain security and in the database kept by the air carrier? | |
|---|---|
| YES or NO | |
| If YES, describe the procedure | |
| 6.2. Does the air carrier maintain a database including, as appropriate, the details referred to above, of: | |
| |
| YES or NO | |
| If YES, describe the database | |
| If NO, explain why | |
| 6.3. Does staff accepting air cargo and air mail have easy access to the Union database on supply chain security and to the air carrier's database? | |
| YES or NO | |
| If YES, describe the process | |
| 6.4. Is the database updated in a regular manner as to provide reliable data to the staff accepting air cargo and air mail? | |
| YES or NO | |
| If NO, explain | |
| 6.5. Conclusion: Does the air carrier maintain a database that ensures full transparency on its relation to entities from which it directly receives (screened or security controlled) cargo or mail for transport into the Union or EEA? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the air carrier | |
| Comments from the EU aviation security validator | |
Objective: Where the ACC3 accepts cargo and mail from an entity which is not an EU aviation security validated entity or the cargo received has not been protected from unauthorised interference from the time security controls were applied, the ACC3 shall ensure the air cargo or air mail is screened before being loaded onto an aircraft. The ACC3 shall have a process to ensure that EU or EEA bound air cargo and air mail for transfer, transit or unloading at an Union airport are screened by the means or methods referred to in Union legislation to a standard sufficient reasonably to ensure that it contains no prohibited articles.
Where the ACC3 does not screen air cargo or air mail itself, it shall ensure that the appropriate screening is carried out according to Union requirements. Screening procedures shall include where appropriate the treatment of transfer and transit cargo and mail
Where screening of air cargo or mail is performed by or on behalf of the appropriate authority in the third country, the ACC3 receiving such air cargo or air mail from the entity shall declare this fact in its security programme, and specify the way adequate screening is ensured.
Reference: points 6.8.3.1, 6.8.3.2, 6.8.3.3 of the Annex to Implementing Regulation (EU) 2015/1998
| 7.1. Is screening applied by the air carrier or on its behalf by an entity covered under the air carrier's security programme? | |
|---|---|
| If YES, provide details. If applicable, provide details of the entity or entities covered under the air carrier's security programme:
| |
| If NO, which entities not covered by the air carrier's security programme apply screening to air cargo or mail carried by this air carrier into the EU or EEA? Specify the nature of these entities and provide details
| |
| 7.2. Is the entity able to request the appropriate security controls in case the screening is carried out by one of the above entities? | |
| YES or NO | |
| If NO, provide details | |
| 7.3. By which instruments and instructions (for example oversight, monitoring, and quality control) does the entity ensure that security controls are applied in the required manner by such service providers? | |
| 7.4. What methods of screening are used for air cargo and air mail? | |
| Specify, including details of equipment used for screening air cargo and air mail (such as manufacturer, type, software version, standard, serial number) for all the methods deployed | |
| 7.5. Is the equipment or method (for example explosive detection dogs) used included in the most recent EU, European Civil Aviation Conference (ECAC) or the Transportation Security Administration (TSA) of the US compliance list? | |
| YES or NO | |
| If YES, provide details | |
| If NO, give details specifying the approval of the equipment and date thereof, as well as any indications that it complies with EU equipment standards | |
| 7.6. Is the equipment used in accordance with the manufacturers' concept of operations (CONOPS) and is the equipment regularly tested and maintained? | |
| YES or NO | |
| If YES, describe the process | |
| 7.7. In case EDDs are deployed, are they subjected to initial and recurrent training, approval and quality control process to a standard equivalent to the EU or TSA requirements? | |
| YES or NO | |
| If YES, describe the entire process and the related documentation supporting the assessment | |
| 7.8. In case EDDs are used, is the screening process following a deployment methodology equivalent to EU or TSA standards? | |
| YES or NO | |
| If YES, describe the entire process and the related documentation supporting the assessment | |
| 7.9. Is the nature of the consignment taken into consideration during screening? | |
| YES or NO | |
| If YES, describe how it is ensured that the screening method selected is employed to a standard sufficient to reasonably ensure that no prohibited articles are concealed in the consignment | |
| 7.10. Is there a process for the resolution of the alarm generated by the screening equipment? | |
| YES or NO | |
| If YES, describe the process of resolving alarms to reasonably ensure the absence of prohibited articles. | |
| If NO, describe what happens to the consignment. | |
| 7.11. Are any consignments exempt from security screening? | |
| YES or NO | |
| 7.12. Are there any exemptions that do not comply with the Union list? | |
| YES or NO | |
| If YES, detail | |
| 7.13. Is access to the screening area controlled to ensure that only authorised and trained staff is granted access? | |
| YES or NO | |
| If YES, describe | |
| 7.14. Is an established quality control or testing regime in place? | |
| YES or NO | |
| If YES, describe | |
| 7.15. Conclusion: Is air cargo or air mail screened by one of the means or methods listed in point 6.2.1 of the Annex to Implementing Regulation (EU) 2015/1998 to a standard sufficient to reasonably ensure that it contains no prohibited articles? | |
| YES or NO | |
| If NO, specify reason | |
| Comments from the air carrier | |
| Comments from the EU aviation security validator | |
Objective: Consignments which originate from or transfer in locations identified as high risk by the EU or which appear to have been significantly tampered with are to be considered as high risk cargo and mail (HRCM). Such consignments have to be screened in line with specific instructions. High risk origins and screening instructions are provided by the appropriate EU/EEA authority having designated the ACC3. The ACC3 shall have a procedure to ensure that EU or EEA bound HRCM is identified and subject to appropriate controls as defined in the Union legislation.
The ACC3 shall remain in contact with the appropriate authority responsible for the EU/EEA airports to which it carries cargo in order to have available the latest state of information on high risk origins.
The ACC3 shall apply the same measures, irrespective of whether it receives high risk cargo and mail from another air carrier or through other modes of transportation.
Reference: points 6.7 and 6.8.3.6 of the Annex to Implementing Regulation (EU) 2015/1998
Note : HRCM cleared for carriage into the EU or EEA shall be issued the security status ‘SHR’, which means secure for passenger, all-cargo and all-mail aircraft in accordance with high risk requirements. U.K.
| 8.1. Does the air carrier staff responsible for performing security controls know which air cargo and mail is to be treated as high risk cargo and mail (HRCM)? | |
|---|---|
| YES or NO | |
| If YES, describe | |
| 8.2. Does the air carrier have procedures in place for the identification of HRCM? | |
| YES or NO | |
| If YES, describe | |
| 8.3. Is HRCM subject to HRCM screening procedures according to the EU legislation? | |
| YES or NO | |
| If NO, indicate procedures applied | |
| 8.4. After screening, does the air carrier issue a security status declaration for SHR in the documentation accompanying the consignment? | |
| YES or NO | |
| If YES, describe how security status is issued and in which document | |
| 8.5. Conclusion: Is the process put in place by the air carrier relevant and sufficient to ensure that all HRCM has been properly treated before loading? | |
| YES or NO | |
| If NO, specify reason | |
| Comments from the air carrier | |
| Comments from EU aviation security validator | |
Objective: The ACC3 shall have processes in place to ensure EU or EEA bound air cargo or air mail is protected from unauthorised interference from the point where security screening or other security controls are applied or from the point of acceptance after screening or security controls have been applied, until loading.
Protection can be provided by different means such as physical (for example barriers, locked rooms), human (for example patrols, trained staff) and technological (for example CCTV, intrusion alarm).
EU or EEA bound secured air cargo or mail should be separated from air cargo or mail which is not secured.
Reference: point 6.8.3 of the Annex to Implementing Regulation (EU) 2015/1998
| 9.1. Is protection of secured air cargo and air mail applied by the air carrier or on its behalf by an entity covered under the air carrier's security programme? | |
|---|---|
| If YES, provide details | |
| If NO, which entities not covered by the air carrier's security programme apply protection measures to secured air cargo or mail carried by this air carrier into the EU or EEA? Specify the nature of these entities and provide details:
| |
| 9.2. Are security controls and protection in place to prevent tampering during the screening process? | |
| YES or NO | |
| If YES, describe | |
| 9.3. Are there processes in place to ensure EU or EEA bound air cargo or air mail to which security controls have been applied are protected from unauthorised interference from the time it has been secured until its loading? | |
| YES or NO | |
| If YES, describe how it is protected | |
| If NO, specify reasons | |
| 9.4. Conclusions: Is the protection of consignments sufficiently robust to prevent unlawful interference? | |
| YES or NO | |
| If NO specify reason | |
| Comments from the air carrier | |
| Comments from EU aviation security validator | |
Objective: The ACC3 shall ensure that the documentation accompanying a consignment to which the ACC3 has applied security controls (for example screening, protection), contains at least:
the unique alphanumeric identifier received from the designating appropriate authority; and
the unique identifier of the consignment, such as the number of the (house or master) air waybill, when applicable; and
the content of the consignment; and
the security status, indicated as follows:
‘ SPX ’ , which means secure for passenger, all-cargo and all-mail aircraft, or
‘ SCO ’ , which means secure for all-cargo and all-mail aircraft only, or
‘ SHR ’ , which means secure for passenger, all-cargo and all-mail aircraft in accordance with high risk requirements.
In the absence of a third country regulated agent, the security status declaration may be issued by the ACC3 or by the air carrier arriving from a third country exempted from the ACC3 regime.
If the security status is issued by the ACC3, the air carrier shall additionally indicate the reasons for issuing it, such as the means or method of screening used or the grounds for exempting the consignment from screening, using the standards adopted in the consignment security declaration scheme.
In the event that the security status and the accompanying documentation have been established by an upstream RA3 or by another ACC3, the ACC3 shall verify, during the acceptance process, that the above information is contained in the accompanying documentation.
The documentation accompanying the consignment may either be in the form of an air waybill, equivalent postal documentation or in a separate declaration, and either in an electronic format or in writing.
Reference: point (d) of point 6.3.2.6, points 6.8.3.4, 6.8.3.5, 6.8.3.6 and 6.8.3.7 of the Annex to Implementing Regulation (EU) 2015/1998
| 10.1. Does the air carrier ensure that appropriate accompanying documentation is established, and include the information required in point (d) of point 6.3.2.6), points 6.8.3.4, 6.8.3.5 and 6.8.3.6 of the Annex to Implementing Regulation (EU) 2015/1998? | |
|---|---|
| YES or NO | |
| If YES, describe the content of the documentation | |
| If NO, explain why and how the cargo or mail is treated as ‘ secure ’ by the air carrier if it is loaded onto an aircraft | |
| 10.2. Does the documentation include the air carrier's ACC3 unique alphanumeric identifier? | |
| YES or NO | |
| If NO, explain why | |
| 10.3. Does the documentation specify the security status of the cargo and how this status was achieved? | |
| YES or NO | |
| Describe how this is specified | |
| 10.4. Conclusion: Is the documentation process sufficient to ensure that cargo or mail is provided with proper accompanying documentation which specifies the correct security status and all required information? | |
| YES or NO | |
| If NO specify reason | |
| Comments from the air carrier | |
| Comments from EU aviation security validator | |
Objective: After assessing the ten previous Parts of this checklist, the EU aviation security validator has to conclude if its on-site verification corresponds with the content of the part of the air carrier security programme describing the measures for the EU or EEA bound air cargo or air mail and if the security controls sufficiently implements the objectives listed in this checklist.
Conclusions may comprise one of the following four possible main cases:
the air carrier security programme is in compliance with Attachment 6-G to Implementing Regulation (EU) 2015/1998 and the on-site verification confirms compliance with the objective of the checklist; or
the air carrier security programme is in compliance with Attachment 6-G to Implementing Regulation (EU) 2015/1998 but the on-site verification does not confirm compliance with the objective of the checklist; or
the air carrier security programme is not in compliance with Attachment 6-G to Implementing Regulation (EU) 2015/1998 but the on-site verification confirms compliance with the objective of the checklist; or
the air carrier security programme is not in compliance with Attachment 6-G to Implementing Regulation (EU) 2015/1998 and the on-site verification does not confirm compliance with the objective of the checklist.
| 11.1. General conclusion: Indicate the case closest to the situation validated | |
|---|---|
| 1, 2, 3 or 4 | |
| Comments from EU aviation security validator | |
| Comments from the air carrier | |
Name of the validator:
Date:
Signature:
Providing the name of the entity, the name and the position of the contact person and the date of the visit or interview.
| Name of entity | Name of contact person | Position of contact person | Date of visit or interview |
|---|---|---|---|
Third country entities have the option to become part of an ACC3's ( Air cargo or mail carrier operating into the Union from a third country airport ) secure supply chain by seeking designation as a third country EU aviation security validated known consignor (KC3). A KC3 is a cargo handling entity located in a third country that is validated and approved as such on the basis of an EU aviation security validation.
A (KC3) shall ensure that security controls have been applied to consignments bound for the Union (15) and the consignments have been protected from unauthorised interference from the time that those security controls were applied and until transferring to an ACC3 or a third country EU aviation security validated regulated agent (RA3).
The prerequisites for carrying air cargo or air mail into the Union (EU) or Iceland, Norway and Switzerland are required by Implementing Regulation (EU) 2015/1998.
The checklist is the instrument to be used by the EU aviation security validator for assessing the level of security applied to EU or EEA bound air cargo or air mail (16) by or under the responsibility of the entity seeking designation as a KC3. The checklist is to be used only in the cases specified in point (b) of point 6.8.5.1 of the Annex to Implementing Regulation (EU) 2015/1998. In cases specified in point (a) of point 6.8.5.1 of that Annex, the EU aviation security validator shall use the ACC3 checklist.
A validation report shall be delivered to the designating appropriate authority and to the validated entity within a maximum of one month after the on-site verification. Integral parts of the validation report shall be at least the following:
the completed checklist signed by the EU aviation security validator and where applicable commented by the validated entity; and
the declaration of commitments (Attachment 6-H3 to Implementing Regulation (EU) 2015/1998) signed by the validated entity; and
an independence declaration (Attachment 11-A to Implementing Regulation (EU) 2015/1998) in respect of the entity validated signed by the EU aviation security validator.
Page numbering, the date of the EU aviation security validation and initialling on each page by the validator and the validated entity shall be the proof of the validation report's integrity.
The KC3 shall be able to use the report in its business relations with any ACC3 and any RA3.
By default the validation report shall be in English.
For those parts that cannot be assessed against the requirements of Implementing Regulation (EU) 2015/1998, baseline standards are the Standards and Recommended Practices (SARPs) of Annex 17 to the Convention on International Civil Aviation and the guidance material contained in the ICAO Aviation Security Manual (Doc 8973-Restricted).
| 1.1. Date(s) of validation | |
|---|---|
| Use exact date format, such as from 01.10.2012 to 02.10.2012 | |
| dd/mm/yyyy | |
| 1.2. Date of previous validation where applicable. | |
| dd/mm/yyyy | |
| Previous KC3 registration number, where available | |
| AEO certificate or C-TPAT status or other certifications, where available | |
| 1.3. Aviation security validator information | |
| Name | |
| Company/Organisation/Authority | |
| Unique alphanumeric identifier (UAI) | |
| Email address | |
| Telephone number — including international codes | |
| 1.4. Name of entity | |
| Name | |
| Company number (for example commercial register identification number, if applicable) | |
| Number/Unit/Building | |
| Street | |
| Town | |
| Postcode | |
| State (where relevant) | |
| Country | |
| P.O. Box address, if applicable | |
| 1.5. Main address of organisation (if different from site to be validated) | |
| Number/Unit/Building | |
| Street | |
| Town | |
| Postcode | |
| State (where relevant) | |
| Country | |
| P.O. Box address, if applicable | |
| 1.6. Nature of business — Types of cargo processed | |
| What is the nature of business(es) — type of cargo processed in the applicant's premises? | |
| 1.7. Is the applicant responsible for…? | |
| (a) production (b) packing (c) storage (d) despatch (e) other, please specify | |
| 1.8. Approximate number of employees on site | |
| Number | |
| 1.9. Name and title of person responsible for third country air cargo or air mail security | |
| Name | |
| Job title | |
| Email address | |
| Telephone number — including international codes | |
Objective: No air cargo or air mail shall be carried to the EU or EEA without being subject to security controls. Cargo and mail delivered by a KC3 to an ACC3 or RA3 may only be accepted as secure cargo or mail if such security controls are applied by the KC3. Details of such controls are provided by the following Parts of this checklist.
The KC3 shall have procedures in place to ensure that appropriate security controls are applied to all EU or EEA bound air cargo and air mail and that secure cargo or mail is protected until being transferred to an ACC3 or a RA3. Security controls reasonably ensure that no prohibited articles are concealed in the consignment.
Reference: point 6.8.3 of the Annex to Implementing Regulation (EU) 2015/1998.
| 2.1. Has the entity established a security programme? | |
|---|---|
| YES or NO | |
| If NO, go directly to point 2.5 | |
| 2.2. Entity security programme information | |
| Date — use exact format dd/mm/yyyy | |
| Version | |
| Is the security programme submitted to or approved by the appropriate authority of the state in which the entity is located? If YES, please describe the process. | |
| 2.3. Does the security programme sufficiently cover the elements mentioned in parts 4 to 11 of the checklist? | |
| YES or NO | |
| If NO, describe why, detailing the reasons | |
| 2.4. Is the security programme conclusive, robust and complete? | |
| YES or NO | |
| If NO, specify the reasons | |
| 2.5. Has the entity established a process to ensure that EU or EEA bound air cargo or air mail is submitted to appropriate security controls before being transferred to an ACC3 or an RA3? | |
| YES or NO | |
| If YES, describe the process | |
| 2.6. Has the entity a management system (for example instruments, instructions) in place to ensure that the required security controls are implemented? | |
| YES or NO | |
| If YES, describe the management system and explain if it is approved, checked or provided by the appropriate authority or other entity. | |
| If NO, explain how the entity ensures that security controls are applied in the required manner. | |
| 2.7. Conclusions and general comments on the reliance, conclusiveness and robustness of the process. | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: To establish the point or place where cargo or mail becomes identifiable as air cargo or air mail.
| 3.1. By inspection of the production, packing, storage, selection, despatch and any other relevant areas, ascertain where and how a consignment of EU or EEA bound air cargo or air mail becomes identifiable as such. | |
|---|---|
| Describe | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Please note that detailed information should be given on the protection of identifiable air cargo or air mail from unauthorised interference or tampering in Parts 6 to 9.
Objective: In order to ensure that the required security controls are applied, the KC3 shall assign responsible and competent staff to work in the field of securing air cargo or air mail. Staff with access to identifiable air cargo shall possess all the competencies required to perform their duties and be appropriately trained.
In order to fulfil that objective, the KC3 shall have procedures in place to ensure that all staff (such as permanent, temporary, agency staff, drivers) with direct and unescorted access to air cargo or air mail to which security controls are being or have been applied:
have been subject to initial and recurrent pre-employment checks or background checks, which are at least in accordance with the requirements of the local authorities of the KC3 premises validated; and
have completed initial and recurrent security training to be aware of their security responsibilities in accordance with the requirements of the local authorities of the KC3 premises validated.
A background check means a check of a person's identity and previous experience, including where legally permissible, any criminal history as part of the assessment of an individual's suitability to implement a security control or for unescorted access to a security restricted area (ICAO Annex 17 definition).
A pre-employment check shall establish the person's identity on the basis of documentary evidence, cover employment, education and any gaps during at least the preceding five years, and require the person to sign a declaration detailing any criminal history in all states of residence during at least the preceding 5 years (Union definition).
Reference: point 6.8.3.1 of the Annex to Implementing Regulation (EU) 2015/1998.
| 4.1. Is there a procedure ensuring that all staff with access to identifiable air cargo or air mail is subject to a pre-employment check that assesses background check and competence? | |
|---|---|
| YES or NO | |
| If YES, indicate the number of preceding years taken into account for the pre-employment check and state which entity carries it out. | |
| 4.2. Does this procedure include? | |
| □ background check □ pre-employment check □ check of criminal records □ interviews □ other (provide details) Explain the elements, indicate which entity carries this element out and where applicable, indicate the preceding timeframe that is taken into account. | |
| 4.3. Is there a procedure ensuring that the person responsible for the application and supervision of the implementation of security controls at the site is subject to a pre-employment check that assesses background and competence? | |
| YES or NO | |
| If YES, indicate the number of preceding years taken into account for the pre-employment check and state which entity carries it out. | |
| 4.4. Does this procedure include? | |
| □ background check □ pre-employment check □ check of criminal records □ interviews □ other (provide details) Explain the elements, indicate which entity carries this element out and where applicable, indicate the preceding timeframe that is taken into account. | |
| 4.5. Do staff with access to identifiable air cargo/air mail receive training before being given access to identifiable air cargo or air mail? | |
| YES or NO | |
| If YES, describe the elements and duration of the training | |
| 4.6. Do staff referred to in point 4.5 receive recurrent training? | |
| YES or NO | |
| If YES, specify the elements and the frequency of the recurrent training | |
| 4.7. Conclusion: do measures concerning staff recruitment and training ensure that all staff with access to identifiable EU or EEA bound air cargo or air mail have been properly recruited and trained to a standard sufficient to be aware of their security responsibilities? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: The KC3 shall have procedures in place to ensure identifiable air cargo or air mail bound for the EU or EEA is protected from unauthorised interference or any tampering. If such cargo or mail is not protected, it cannot be forwarded to an ACC3 or RA3 as secure cargo or mail.
The entity has to demonstrate how its site or its premises are protected and that relevant access control procedures are in place. It is essential that access to the area where identifiable air cargo or air mail is processed or stored, is controlled. All doors, windows and other points of access to secure EU or EEA bound air cargo or air mail need to be secured or subject to access control.
Physical security can be, but is not limited to:
physical obstacles such as fencing or barriers,
technology using alarms and/or CCTV systems,
human security such as staff dedicated to carry out surveillance activities.
Reference: point 6.8.3.1 of the Annex to Implementing Regulation (EU) 2015/1998.
| 5.1. Are all access points to identifiable air cargo/air mail subject to access control and is access limited to authorised persons? | |
|---|---|
| YES or NO | |
| If YES, how is access controlled? Explain and describe. Multiple answers may be possible. □ by security staff □ by other staff □ manual checking if persons are allowed to enter the area □ electronic access control systems □ other, specify | |
| If YES, how is it ensured that a person is authorised to enter the area? Explain and describe. Multiple answers may be possible.
| |
| 5.2. Are all access points to identifiable air cargo or air mail secured? This includes access points which are not permanent in use and points which are normally not used as access points, such as windows. | |
| YES or NO | |
| If YES, how are these points secured? Explain and describe. Multiple answers may be possible.
| |
| 5.3. Are there additional measures to enhance the security of the premises in general? | |
| YES or NO | |
| If YES, explain and describe what they are □ fencing or barriers □ CCTV system □ intruder detection system □ surveillance and patrols □ other, specify | |
| 5.4. Is the building of solid construction? | |
| YES or NO | |
| 5.5. Conclusion: Are the measures taken by the entity sufficient to prevent unauthorised access to those parts of the site and premises where identifiable EU or EEA bound air cargo or air mail is processed or stored? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: The KC3 shall have procedures in place to ensure identifiable air cargo or air mail bound for the EU or EEA is protected from unauthorised interference or any tampering during the production process. If such cargo or mail is not protected, it cannot be forwarded to an ACC3 or RA3 as secure cargo or mail.
The entity has to demonstrate that access to the production area is controlled and the production process is supervised. If the product becomes identifiable as EU or EEA bound air cargo or air mail in the course of production, the entity has to show that measures are taken to protect air or cargo or air mail from unauthorised interference or tampering from this stage.
Answer these questions where the product can be identified as EU or EEA bound air cargo/air mail in the course of the production process.
| 6.1. Is access to the production area controlled and limited to authorised persons? | |
|---|---|
| YES or NO | |
| If YES, explain how the access is controlled and limited to authorised persons | |
| 6.2. Is the production process supervised? | |
| YES or NO | |
| If YES, explain how it is supervised | |
| 6.3. Are controls in place to prevent tampering at the stage of production? | |
| YES or NO | |
| If YES, describe | |
| 6.4. Conclusion: Are measures taken by the entity sufficient to protect identifiable EU or EEA bound air cargo or air mail from unauthorised interference or tampering during production? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: The KC3 shall have procedures in place to ensure identifiable air cargo or air mail bound for the EU or EEA is protected from unauthorised interference or any tampering during the packing process. If such cargo or mail is not protected, it cannot be forwarded to an ACC3 or RA3 as secure cargo or mail.
The entity has to demonstrate that access to the packing area is controlled and the packing process is supervised. If the product becomes identifiable as EU or EEA bound air cargo or air mail in the course of packing, the entity has to show that measures are taken to protect air cargo/air mail from unauthorised interference or tampering from this stage. All finished goods need to be checked prior to packing.
Answer these questions where the product can be identified as EU or EEA bound air cargo/air mail in the course of the packing process.
Objective: The KC3 shall have procedures in place to ensure identifiable air cargo or air mail bound for the EU or EEA is protected from unauthorised interference or any tampering during storage. If such cargo or mail is not protected, it cannot be forwarded to an ACC3 or RA3 as secure cargo or mail.
The entity has to demonstrate that access to the storage area is controlled. If the product becomes identifiable as EU or EEA bound air cargo or air mail while being stored, the entity has to show that measures are taken to protect air cargo or air mail from unauthorised interference or tampering as from this stage.
Answer these questions where the product can be identified as EU or EEA bound air cargo/air mail in the course of the storage process.
| 8.1. Is access to the storage area controlled and limited to authorised persons? | |
|---|---|
| YES or NO | |
| If YES, explain how the access is controlled and limited to authorised persons | |
| 8.2. Is the finished and packed air cargo or air mail stored securely and checked for tampering? | |
| YES or NO | |
| If YES, describe | |
| If NO, explain how the entity ensures that the finished and packed EU or EEA bound air cargo and air mail is protected against unauthorised interference and any tampering. | |
| 8.3. Conclusion: Are measures taken by the entity sufficient to protect identifiable EU or EEA bound air cargo or air mail from unauthorised interference or tampering during storage? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: The KC3 shall have procedures in place to ensure identifiable air cargo or air mail bound for the EU or EEA is protected from unauthorised interference or any tampering during the despatch process. If such cargo or mail is not protected, it must not be forwarded to an ACC3 or RA3 as secure cargo or mail.
The entity has to demonstrate that access to the despatch area is controlled. If the product becomes identifiable as EU or EEA bound air cargo or air mail in the course of despatch, the entity has to show that measures are taken to protect air cargo or air mail from unauthorised interference or tampering from this stage.
Answer these questions where the product can be identified as EU/EEA bound air cargo or air mail in the course of the despatch process.
| 9.1. Is access to the despatch area controlled and limited to authorised persons? | |
|---|---|
| YES or NO | |
| If YES, explain how the access is controlled and limited to authorised persons | |
| 9.2. Who has access to the despatch area? Multiple answers may be possible. | |
| □ employees of the entity □ drivers □ visitors □ contractors □ others, specify | |
| 9.3. Is the despatch process supervised? | |
| YES or NO | |
| If YES, explain how it is supervised | |
| 9.4. Are controls in place to prevent tampering in the despatch area? | |
| YES or NO | |
| If YES, describe | |
| 9.5. Conclusion: Are measures taken by the entity sufficient to protect identifiable EU or EEA bound air cargo or air mail from unauthorised interference or tampering during the despatch process? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: The KC3 shall have procedures in place to ensure that cargo or mail which it has not originated itself, shall not be forwarded to an ACC3 or an RA3 as secure cargo or mail.
A KC3 may pass consignments which it has not itself originated to a RA3 or an ACC3, provided that following conditions are met:
they are separated from consignments which it has originated; and
the origin is clearly indicated on the consignment or an accompanying documentation.
All such consignments must be screened by an RA3 or ACC3 before they are loaded onto an aircraft.
| 10.1. Does the entity accept consignments of cargo or mail intended for carriage by air from any other entity? | |
|---|---|
| YES or NO | |
| If YES, how are these consignments kept separate from the company's own cargo or mail and how are they identified to the regulated agent or haulier? | |
| Comments from the entity | |
| Comments from the EU aviation security validator. | |
Objective: The KC3 shall ensure that the documentation accompanying a consignment to which the KC3 has applied security controls (for example protection), contains at least:
the unique alphanumeric identifier received from the designating appropriate authority; and
the content of the consignment.
The documentation accompanying the consignment may either be in an electronic format or in writing.
Reference: point 6.8.3.4 of the Annex to Implementing Regulation (EU) 2015/1998
| 11.1. Does the entity ensure that appropriate accompanying documentation is established, containing the UAI received from the designating appropriate authority and a description of the consignment? | |
|---|---|
| YES or NO | |
| If NO, explain | |
| 11.2. Conclusion: Is the documentation process sufficient to ensure that cargo or mail is provided with proper accompanying documentation? | |
| YES or NO | |
| If NO, specify reason | |
| Comments from the entity | |
| Comments from EU aviation security validator | |
Objective: The KC3 shall have procedures in place in order to ensure identifiable air cargo or air mail bound for the EU or EEA is protected from unauthorised interference or any tampering during transportation. If such cargo or mail is not protected, it must not be accepted by an ACC3 or RA3 as secure cargo or mail.
During transportation, the KC3 is responsible for the protection of the secure consignments. This includes cases where the transportation is undertaken by another entity, such as a freight forwarder, on its behalf. This does not include cases whereby the consignments are transported under the responsibility of an ACC3 or RA3.
Answer these questions where the product can be identified as EU or EEA bound air cargo or air mail when transported.
| 12.1. How is the air cargo or air mail conveyed to the ACC3 or RA3? | |
|---|---|
| (a) Validated entity's own transport? | |
| YES or NO | |
| (b) ACC3's or RA3's transport? | |
| YES or NO | |
| (c) Contractor used by the validated entity? | |
| YES or NO | |
| 12.2. Is the air cargo or air mail tamper evidently packed? | |
| YES or NO | |
| If YES, how | |
| 12.3. Is the vehicle sealed or locked before transportation? | |
| YES or NO | |
| If YES, how | |
| 12.4. Where numbered seals are used, is access to the seals controlled and are the numbers recorded? | |
| YES or NO | |
| If YES, specify how | |
| 12.5. If applicable, does the respective haulier sign the haulier declaration? | |
| YES or NO | |
| 12.6. Has the person transporting the cargo been subject to specific security controls and awareness training before being authorised to transport secured air cargo or air mail, or both? | |
| YES or NO | |
| If YES, please describe what kind of security controls (for example, pre-employment check, background check) and what kind of training (for example, security awareness training, etc.) | |
| 12.7. Conclusion: Are the measures sufficient to protect air cargo or air mail from unauthorised interference during transportation? | |
| YES or NO | |
| If NO, specify reasons | |
| Comments from the entity | |
| Comments from the EU aviation security validator | |
Objective: After assessing the twelve previous parts of this checklist, the EU aviation security validator has to conclude whether its on-site verification confirms the implementation of the security controls in compliance with the objectives listed in this checklist for EU or EEA bound air cargo or air mail.
Two different scenarios are possible. The EU aviation security validator concludes that the entity:
has succeeded in complying with the objectives referred to in this checklist. A validation report shall be delivered to the designating appropriate authority and to the validated entity within a maximum of one month after the on-site verification;
has failed in complying with the objectives referred to in this checklist. In that case, the entity is not authorised to deliver air cargo or mail for EU or EEA destination to an ACC3 or RA3 without it being screened by an authorised party. It shall receive a copy of the completed checklist stating the deficiencies.
The EU aviation security validator has to keep in mind that the assessment is based on an overall objective-based compliance methodology.
| 12.1. General conclusion: Indicate the scenario closest to the situation validated | |
|---|---|
| 1 or 2 | |
| Comments from EU aviation security validator | |
| Comments from the entity | |
Name of the validator:
Date:
Signature:
Providing the name of the entity, the name and the position of the contact person and the date of the visit or interview.
| Name of entity | Name of contact person | Position of contact person | Date of visit or interview |
|---|---|---|---|
| ] |
These instructions have been prepared for your use and for information to your staff engaged in the preparation and control of consignments of air cargo/air mail. These instructions are provided to you in accordance with Regulation (EC) No 300/2008 of the European Parliament and of the Council(17) and its implementing acts.
Access to areas where consignments of identifiable air cargo/air mail are prepared, packaged and/or stored shall be controlled to ensure that no unauthorised persons have access to the consignments.
Visitors shall be accompanied at all times in, or prevented access to, those areas where consignments of identifiable air cargo/air mail are prepared, packaged and/or stored.
The integrity of all staff being recruited who will have access to identifiable air cargo/air mail shall be verified. This verification shall include at least a check of the identity (if possible by photographic identity card, driving licence or passport) and a check of the curriculum vitae and/or provided references.
All staff who have access to identifiable air cargo/air mail shall be made aware of their security responsibilities as set out in these instructions.
At least one person responsible for the application and control of these instructions shall be nominated (responsible nominee).
Consignments of air cargo/air mail shall not contain any prohibited articles, unless they have been properly declared and subjected to the applicable laws and regulations.
Consignments of air cargo/air mail shall be protected against unauthorised interference.
Consignments of air cargo/air mail shall be adequately packaged and, where possible, include tamper evident closure.
Consignments of air cargo/air mail being shipped shall be fully described on the attached documentation together with correct addressing information.
Where the account consignor is responsible for the transport of consignments of air cargo/air mail, the consignments shall be protected against unauthorised interference.
Where a contractor is used by the account consignor:
the consignments shall be sealed before transportation; and
the haulier declaration as contained in Attachment 6-E shall be agreed by the haulier who transports on behalf of the account consignor.
The signed declaration or a copy of the appropriate authority equivalent shall be retained by the account consignor.
Irregularities, apparent or suspected, related to these instructions shall be reported to the responsible nominee. The responsible nominee shall take appropriate action.
An account consignor may pass consignments which it has not itself originated to a regulated agent, provided that:
they are separated from consignments which it has originated; and
the origin is clearly indicated on the consignment or on accompanying documentation.
All such consignments must be screened before they are loaded on to an aircraft.
Aviation security inspectors from the appropriate authority may conduct unannounced inspections to verify compliance with these instructions. The inspectors will always carry an official pass, which must be produced on demand when an inspection is being conducted on your premises. The pass includes the name and photograph of the inspector.
Assembled explosive and incendiary devices shall not be carried in consignments of cargo unless the requirements of all safety rules are met in full.
The ‘Declaration of commitments — account consignor’ does not have to be signed and submitted to the regulated agent, if your company is a holder of an AEO certificate referred to in point (b) or (c) of Article 14a(1) of Commission Regulation (EEC) No 2454/93(18)
However, you must inform the regulated agent immediately if your company is no longer a holder of an AEO certificate. In this case, the regulated agent will inform you of how to ensure the account consignor status.
In accordance with Regulation (EC) No 300/2008 of the European Parliament and of the Council(19) and its implementing acts,
I declare that,
[name of company] complies with these ‘Aviation security instructions for account consignors’,
[name of company] ensures that these instructions are communicated to staff with access to air cargo/air mail,
[name of company] keeps air cargo/air mail secure until it is handed over to the regulated agent,
[name of company] accepts that consignments may be subject to security controls, including screening, and
[name of company] accepts unannounced inspections at its premises by the appropriate authority of the Member State in which it is located in order to assess whether [name of company] complies with these instructions.
I shall accept full responsibility for this declaration.
Name:
Position in company:
Date:
Signature:
In accordance with Regulation (EC) No 300/2008 of the European Parliament and of the Council(19) and its implementing acts,
When collecting, carrying, storing and delivering air cargo/mail to which security controls have been applied [on behalf of name of regulated agent/air carrier applying security controls for cargo or mail/known consignor/account consignor], I confirm that the following security procedures will be adhered to:
All staff who transport this air cargo/mail will have received general security awareness training in accordance with point 11.2.7 of the Annex to Implementing Regulation (EU) 2015/1998;
The integrity of all staff being recruited with access to this air cargo/mail will be verified. This verification shall include at least a check of the identity (if possible by photographic identity card, driving licence or passport) and a check of the curriculum vitae and/or provided references;
Load compartments in vehicles will be sealed or locked. Curtain sided vehicles will be secured with TIR cords. The load areas of flatbed trucks will be kept under observation when air cargo is being transported;
Immediately prior to loading, the load compartment will be searched and the integrity of this search maintained until loading is completed;
Each driver will carry an identity card, passport, driving licence or other document, containing a photograph of the person, which has been issued or recognised by the national authorities;
Drivers will not make unscheduled stops between collection and delivery. Where this is unavoidable, the driver will check the security of the load and the integrity of locks and/or seals on his return. If the driver discovers any evidence of interference, he will notify his supervisor and the air cargo/mail will not be delivered without notification at delivery;
Transport will not be subcontracted to a third party, unless the third party:
has a haulier agreement with the regulated agent, known consignor or account consignor responsible for the transport [same name as above]; or
is approved or certified by the appropriate authority; or
has a haulier agreement with the undersigned haulier requiring that the third party will not subcontract further and implements the security procedures contained in this declaration. The undersigned haulier retains full responsibility for the entire transport on behalf of the regulated agent, known consignor or account consignor; and
No other services (e.g. storage) will be sub-contracted to any other party other than a regulated agent or an entity that has been certified or approved and listed for the provision of these services by the appropriate authority.
I accept full responsibility for this declaration.
Name:
Position in company:
Name and address of the company:
Date:
Signature:
As regards cargo and mail, the following third countries have been recognised as applying security standards equivalent to the common basic standards on civil aviation security:
The Commission shall notify without delay the appropriate authorities of the Member States if it has information indicating that security standards applied by the third country or other country or territory concerned with a significant impact on overall levels of aviation security in the Union are no longer equivalent to the common basic standards of the Union.
The appropriate authorities of the Member States shall be notified without delay when the Commission has information about actions, including compensatory measures, confirming that the equivalency of relevant security standards applied by the third country or other country or territory concerned is re-established.
No provisions adopted yet.]
Textual Amendments
The ACC3 security programme shall set out, as applicable and either for each third country airport individually or as a generic document specifying any variations at named third country airports:
description of measures for air cargo and mail;
procedures for acceptance;
regulated agent scheme and criteria;
known consignor scheme and criteria;
account consignor scheme and criteria;
standard of screening;
location of screening;
details of screening equipment;
details of operator or service provider;
list of exemptions from security screening;
treatment of high risk air cargo and mail.
On behalf of [name of air carrier] I take note of the following:
This report establishes the level of security applied to EU or EEA bound air cargo operations in respect of the security standards listed in the checklist or referred to therein.
[name of air carrier] can only be designated ‘ air cargo or mail carrier operating into the Union from a third country airport ’ (ACC3) once an EU aviation security validation report has been submitted to and accepted by the appropriate authority of a Member State of the European Union or Iceland, Norway or Switzerland for that purpose, and the details of the ACC3 have been entered in the Union database on supply chain security.
If a non-compliance in the security measures the report refers to is identified by the appropriate authority of an EU Member State or by the European Commission, this could lead to the withdrawal of [name of air carrier] designation as ACC3 already obtained for this airport which will prevent [name of air carrier] transport air cargo or mail into the EU or EEA area from this airport.
The report is valid for five years and shall therefore expire on … at the latest.
On behalf of [air carrier] I declare that:
[name of air carrier] will accept appropriate follow-up action for the purpose of monitoring the standards confirmed by the report.
I will provide the designating appropriate authority with the relevant details promptly but at least within 15 days if:
any changes to [name of air carrier] security programme occur;
the overall responsibility for security is assigned to anyone other than the person named in point 1.7 of Attachment 6-C3 to Implementing Regulation (EU) 2015/1998;
there are any other changes to premises or procedures likely to significantly impact on security;
the air carrier ceases trading, no longer deals with air cargo or mail bound to the Union, or can no longer meet the requirements of the relevant Union legislation that have been validated in this report.
[name of air carrier] will maintain the security level confirmed in this report as compliant with the objective set out in the checklist and, where appropriate, implement and apply any additional security measures required to be designated ACC3 where security standards were identified as insufficient, until the subsequent validation of [name of air carrier] activities.
[name of air carrier] will inform the designating appropriate authority in case it is not able to request, obtain or ensure the application of appropriate security controls in respect of cargo or mail it accepts for carriage into the EU or EEA area, or it cannot exercise effective oversight on its supply chain.
On behalf of [name of air carrier] I accept full responsibility for this declaration.
Name:
Position in company:
Date:
Signature:
On behalf of [name of entity] I take note of the following:
This report establishes the level of security applied to EU or EEA bound air cargo operations in respect of the security standards listed in the checklist or referred to therein.
[Name of entity] can only be designated ‘ third country EU aviation security validated regulated agent ’ (RA3) once an EU aviation security validation report has been submitted to and accepted by the appropriate authority of a Member State of the European Union or Iceland, Norway or Switzerland for that purpose, and the details of the RA3 have been entered in the Union database on supply chain security.
If a non-compliance in the security measures the report refers to is identified by the appropriate authority of a Union Member State or by the European Commission, this could lead to the withdrawal of [name of entity] designation as a RA3 already obtained for this premises which will prevent [name of entity] from delivering secured air cargo or mail for EU or EEA destination to an ACC3 or another RA3.
The report is valid for three years and shall therefore expire on … at the latest.
On behalf of [name of entity] I declare that:
[name of entity] will accept appropriate follow-up action for the purpose of monitoring the standards confirmed by the report.
I will provide the designating appropriate authority with the relevant details promptly but at least within 15 days if:
any changes to [name of entity] security programme occur;
the overall responsibility for security is assigned to anyone other than the person named in point 1.9 of Attachment 6-C2 to Implementing Regulation (EU) 2015/1998;
there are any other changes to premises or procedures likely to significantly impact on security;
the company ceases trading, no longer deals with air cargo or mail bound to the European Union, or can no longer meet the requirements of the relevant Union legislation that have been validated in this report.
[name of entity] will maintain the security level confirmed in this report as compliant with the objective set out in the checklist and, where appropriate, implement and apply any additional security measures required to be designated RA3 where security standards were identified as insufficient, until the subsequent validation of [name of entity] activities.
[name of entity] will inform the ACC3s and RA3s to which it delivers secured air cargo and/or air mail if [name of entity] ceases trading, no longer deals with air cargo/air mail or can no longer meet the requirements validated in this report.
On behalf of [name of entity] I accept full responsibility for this declaration.
Name:
Position in company:
Date:
Signature:
On behalf of [name of entity] I take note of the following:
This report establishes the level of security applied to EU or EEA bound air cargo operations in respect of the security standards listed in the checklist or referred to therein.
[Name of entity] can only be designated ‘ third country EU aviation security validated known consignor ’ (KC3) once an EU aviation security validation report has been submitted to and accepted by the appropriate authority of a Member State of the European Union or Iceland, Norway or Switzerland for that purpose, and the details of the KC3 have been entered in the Union database on supply chain security.
If a non-compliance in the security measures the report refers to is identified by the appropriate authority of a Union Member State or by the European Commission, this could lead to the withdrawal of [name of entity] designation as a KC3 already obtained for this premises which will prevent [name of entity] from delivering secured air cargo or mail for EU or EEA destination to an ACC3 or an RA3.
The report is valid for three years and shall therefore expire on … at the latest.
On behalf of [name of entity] I declare that:
[name of entity] will accept appropriate follow-up action for the purpose of monitoring the standards confirmed by the report;
I will provide the designating appropriate authority with the relevant details promptly but at least within 15 days if:
any changes to [name of entity] security programme occur;
the overall responsibility for security is assigned to anyone other than the person named in point 1.9 of Attachment 6-C4 to Implementing Regulation (EU) 2015/1998;
there are any other changes to premises or procedures likely to significantly impact on security;
the company ceases trading, no longer deals with air cargo/mail bound to the European Union, or can no longer meet the requirements of the relevant Union legislation that have been validated in this report.
[name of entity] will maintain the security level confirmed in this report as compliant with the objective set out in the checklist and, where appropriate, implement and apply any additional security measures required to be designated KC3 where security standards were identified as insufficient, until the subsequent validation of [name of entity] activities.
[name of entity] will inform the ACC3s and RA3s to which it delivers secured air cargo and/or air mail if [name of entity] ceases trading, no longer deals with air cargo/air mail or can no longer meet the requirements validated in this report.
On behalf of [name of entity] I accept full responsibility for this declaration.
Name:
Position in company:
Date:
Signature:]
Provisions for high risk cargo are laid down in Commission Implementing Decision C(2015) 8005.
Provisions for the use of screening equipment are laid down in Commission Implementing Decision C(2015) 8005.
Unless otherwise stated or unless the implementation of security controls as referred to in Chapters 4, 5 and 6, respectively, are ensured by an authority, airport operator, entity or another air carrier, an air carrier shall ensure the implementation of the measures set out in this Chapter as regards its air carrier mail and air carrier materials.
Self-check-in and applicable Internet options allowed for use by passengers shall be considered as authorised access to such materials.
Self-check-in allowed for use by passengers shall be considered as authorised access to such systems.
cabin baggage; and
items carried by persons other than passengers; and
air carrier mail and air carrier materials.
For the purpose of this Chapter, ‘regulated supplier of in-flight supplies’ means a supplier whose procedures meet common security rules and standards sufficient to allow delivery of in-flight supplies directly to aircraft.
For the purpose of this Chapter, ‘known supplier of in-flight supplies’ means a supplier whose procedures meet common security rules and standards sufficient to allow delivery of in-flight supplies to an air carrier or regulated supplier, but not directly to aircraft.
the required security controls have been applied to the supplies by an air carrier that delivers these to its own aircraft and the supplies have been protected from unauthorised interference from the time that those controls were applied until delivery at the aircraft; or
the required security controls have been applied to the supplies by a regulated supplier and the supplies have been protected from unauthorised interference from the time that those controls were applied until arrival at the security restricted area or, where applicable, until delivery to the air carrier or another regulated supplier; or
the required security controls have been applied to the supplies by a known supplier and the supplies have been protected from unauthorised interference from the time that those controls were applied until delivery to the air carrier or regulated supplier.
visual check;
hand search;
x-ray equipment;
EDS equipment;
ETD equipment in combination with point (a);
explosive detection dogs in combination with point (a).
Where the screener cannot determine whether or not the item contains any prohibited articles, it shall be rejected or rescreened to the screener's satisfaction.
The approval as a regulated supplier shall be site specific.
Any entity that ensures the security controls as referred to in point 8.1.5 and delivers in-flight supplies directly to aircraft shall be approved as a regulated supplier. This shall not apply to an air carrier that applies these security controls itself and delivers supplies only to its own aircraft.
the entity shall seek approval from the appropriate authority of the Member State in which its site is located in order to be granted the status of regulated supplier.
The applicant shall submit a security programme to the appropriate authority concerned. The programme shall describe the methods and procedures which are to be followed by the supplier in order to comply with the requirements of point 8.1.5. The programme shall also describe how compliance with these methods and procedures is to be monitored by the supplier itself.
The applicant shall also submit the ‘Declaration of commitments — regulated supplier of in-flight supplies’ as contained in Attachment 8-A. This declaration shall be signed by the legal representative or by the person responsible for security.
The signed declaration shall be retained by the appropriate authority concerned;
the appropriate authority, or an EU aviation security validator acting on its behalf, shall examine the security programme and then make an on-site verification of the sites specified in order to assess whether the applicant complies with the requirements of point 8.1.5;
[F1if the appropriate authority is satisfied with the information provided in accordance with points (a) and (b), it shall ensure that the necessary details of the regulated supplier are entered into the Union database on supply chain security not later than the next working day. When making the database entry the appropriate authority shall give each approved site a unique alphanumeric identifier in the standard format. If the appropriate authority is not satisfied, the reasons shall promptly be notified to the entity seeking approval as a regulated supplier;]
[F3a regulated supplier shall not be considered as approved until its details are listed in the Union database on supply chain security.]
An inspection at the premises of the regulated supplier by the appropriate authority in accordance with its national quality control programme may be considered as an on-site verification, provided that it covers all the requirements of point 8.1.5.
the ‘Declaration of commitments — known supplier of in-flight supplies’ as contained in Attachment 8-B. This declaration shall be signed by the legal representative; and
the security programme covering the security controls as referred to in point 8.1.5.
the relevance and completeness of the security programme in respect of point 8.1.5; and
the implementation of the security programme without deficiencies.
If the appropriate authority or the designating entity is no longer satisfied that the known supplier complies with the requirements of point 8.1.5, the designating entity shall withdraw the status of known supplier without delay.
Validations must be recorded and if not otherwise stated in this legislation, must take place before designation and repeated every 2 years thereafter.
If the validation is not done on behalf of the designating entity any record thereof must be made available to it.
an on-site visit of the supplier every 2 years; or
regular checks upon reception of supplies delivered by that known supplier, starting after the designation, including:
a verification that the person delivering supplies on behalf of the known supplier was properly trained; and
a verification that the supplies are properly secured; and
screening of the supplies in the same way as supplies coming from an unknown supplier.
These checks must be carried out in an unpredictable manner and take place at least either, once every three months or on 20 % of the known supplier's deliveries to the designating entity.
Option (b) may only be used if the appropriate authority defined in its national civil aviation security programme that the validation shall be performed by a person acting on behalf of the designating entity.
a list of all known suppliers it has designated indicating the expiry date of their designation, and
the signed declaration, a copy of the security programme, and any reports recording its implementation for each known supplier, at least until 6 months after the expiry of its designation.
Upon request, these documents shall be made available to the appropriate authority for compliance monitoring purposes.
appoint a person responsible for security in the company; and
ensure that persons with access to in-flight supplies receive general security awareness training in accordance with point 11.2.7 before being given access to these supplies; and
prevent unauthorised access to its premises and in-flight supplies; and
reasonably ensure that no prohibited articles are concealed in in- flight supplies; and
apply tamper-evident seals to, or physically protect, all vehicles and/or containers that transport in-flight supplies.
Point (e) shall not apply during airside transportation.
Detailed provisions for the protection of in-flight supplies are laid down in Commission Implementing Decision C(2015) 8005.
In accordance with Regulation (EC) No 300/2008 of the European Parliament and of the Council(20) and its implementing acts,
I declare that,
to the best of my knowledge, the information contained in the company's security programme is true and accurate,
the practices and procedures set out in this security programme will be implemented and maintained at all sites covered by the programme,
this security programme will be adjusted and adapted to comply with all future relevant changes to Union legislation, unless [name of company] informs [name of appropriate authority] that it no longer wishes to deliver in-flight supplies directly to aircraft (and thus no longer wishes to trade as a regulated supplier),
[name of company] will inform [name of appropriate authority] in writing of:
minor changes to its security programme, such as company name, person responsible for security or contact details, promptly but at least within 10 working days; and
major planned changes, such as new screening procedures, major building works which might affect its compliance with relevant Union legislation or change of site/address, at least 15 working days prior to their commencement/the planned change,
in order to ensure compliance with relevant Union legislation, [name of company] will cooperate fully with all inspections, as required, and provide access to all documents, as requested by inspectors,
[name of company] will inform [name of appropriate authority] of any serious security breaches and of any suspicious circumstances which may be relevant to in-flight supplies, in particular any attempt to conceal prohibited articles in supplies,
[name of company] will ensure that all relevant staff receive training in accordance with Chapter 11 of the Annex to Implementing Regulation (EU) 2015/1998 and are aware of their security responsibilities under the company's security programme; and
[name of company] will inform [name of appropriate authority] if:
it ceases trading;
it no longer delivers in-flight supplies directly to aircraft; or
it can no longer meet the requirements of the relevant Union legislation.
I shall accept full responsibility for this declaration.
Name:
Position in company:
Date:
Signature:
In accordance with Regulation (EC) No 300/2008 of the European Parliament and of the Council(21) and its implementing acts,
I declare that,
[name of company] will
appoint a person responsible for security in the company; and
ensure that persons with access to in-flight supplies receive general security awareness training in accordance with point 11.2.7 of the Annex to Implementing Regulation (EU) 2015/1998 before being given access to these supplies. In addition, ensure that persons implementing screening of in-flight supplies receive training according to 11.2.3.3 of the Annex to Implementing Regulation (EU) 2015/1998 and persons implementing other security controls in respect of in-flight supplies receive training according to 11.2.3.10 of the Annex to Implementing Regulation (EU) 2015/1998; and
prevent unauthorised access to its premises and in-flight supplies; and
reasonably ensure that no prohibited articles are concealed in in-flight supplies; and
apply tamper-evident seals to, or physically protect, all vehicles and/or containers that transport in-flight supplies (this point will not apply during airside transportation).
When using another company that is not a known supplier to the air carrier or regulated supplier for transporting supplies, [name of company] will ensure that all security controls listed above are adhered to,
in order to ensure compliance, [name of company] will cooperate fully with all inspections, as required, and provide access to all documents, as requested by inspectors,
[name of company] will inform [the air carrier or regulated supplier to whom it delivers in-flight supplies] of any serious security breaches and of any suspicious circumstances which may be relevant to in-flight supplies, in particular any attempt to conceal prohibited articles in supplies,
[name of company] will ensure that all relevant staff receive training in accordance with Chapter 11 of the Annex to Implementing Regulation (EU) 2015/1998 and are aware of their security responsibilities, and
[name of company] will inform [the air carrier or regulated supplier to whom it delivers in-flight supplies] if:
it ceases trading; or
it can no longer meet the requirements of the relevant Union legislation.
I shall accept full responsibility for this declaration.
Legal representative
Name:
Date:
Signature:
‘airport supplies’ mean all items intended to be sold, used or made available for any purpose or activity in the security restricted area of airports, other than ‘items carried by persons other than passengers’;
‘known supplier of airport supplies’ means a supplier whose procedures meet common security rules and standards sufficient to allow delivery of airport supplies to security restricted areas.
the required security controls have been applied to the supplies by an airport operator that delivers these to its own airport and the supplies have been protected from unauthorised interference from the time that those controls were applied until delivery to the security restricted area; or
the required security controls have been applied to the supplies by a known supplier or regulated supplier and the supplies have been protected from unauthorised interference from the time that those controls were applied until delivery to the security restricted area.
visual check;
hand search;
x-ray equipment;
EDS equipment;
ETD equipment in combination with point (a);
explosive detection dogs in combination with point (a).
Where the screener cannot determine whether or not the item contains any prohibited articles, it shall be rejected or rescreened to the screener's satisfaction.
the ‘Declaration of commitments — known supplier of airport supplies’ as contained in Attachment 9-A. This declaration shall be signed by the legal representative; and
the security programme covering the security controls as referred to in point 9.1.4.
the relevance and completeness of the security programme in respect of point 9.1.4; and
the implementation of the security programme without deficiencies.
If the appropriate authority or the airport operator is no longer satisfied that the known supplier complies with the requirements of point 9.1.4, the airport operator shall withdraw the status of known supplier without delay.
Validations must be recorded and if not otherwise stated in this legislation, must take place before designation and repeated every 2 years thereafter.
If the validation is not done on behalf of the airport operator any record thereof must be made available to it.
an on-site visit of the supplier every 2 years; or
regular checks upon access to the security restricted area of supplies delivered by that known supplier, starting after the designation, including:
a verification that the person delivering supplies on behalf of the known supplier was properly trained; and
a verification that the supplies are properly secured; and
screening of the supplies in the same way as supplies coming from an unknown supplier.
These checks must be carried out in an unpredictable manner and take place at least either once every three months or on 20 % of the known supplier's deliveries to the airport operator.
Option (b) may only be used if the appropriate authority defined in its national civil aviation security programme that the validation shall be performed by a person acting on behalf of the airport operator.
a list of all known suppliers it has designated indicating the expiry date of their designation, and
the signed declaration, a copy of the security programme, and any reports recording its implementation for each known supplier, at least until 6 months after the expiry of its designation.
Upon request, these documents shall be made available to the appropriate authority for compliance monitoring purposes.
appoint a person responsible for security in the company; and
ensure that persons with access to airport supplies receive general security awareness training in accordance with point 11.2.7 before being given access to these supplies; and
prevent unauthorised access to its premises and airport supplies; and
reasonably ensure that no prohibited articles are concealed in airport supplies; and
apply tamper-evident seals to, or physically protect, all vehicles and/or containers that transport airport supplies.
Point (e) shall not apply during airside transportation.
Detailed provisions for the protection of airport supplies are laid down in Commission Implementing Decision C(2015) 8005.
In accordance with Regulation (EC) No 300/2008 of the European Parliament and of the Council(22) and its implementing acts,
I declare that,
[name of company] will
appoint a person responsible for security in the company; and
ensure that persons with access to airport supplies receive general security awareness training in accordance with point 11.2.7 of the Annex to Implementing Regulation (EU) 2015/1998 before being given access to these supplies. In addition, ensure that persons implementing screening of airport supplies receive training according to point 11.2.3.3 of the Annex to Implementing Regulation (EU) 2015/1998 and persons implementing other security controls in respect of airport supplies receive training according to point 11.2.3.10 of the Annex to Implementing Regulation (EU) 2015/1998; and
prevent unauthorised access to its premises and airport supplies; and
reasonably ensure that no prohibited articles are concealed in airport supplies; and
apply tamper-evident seals to, or physically protect, all vehicles and/or containers that transport airport supplies (this point will not apply during airside transportation).
When using another company that is not a known supplier to the airport operator for transporting supplies, [name of company] will ensure that all security controls listed above are adhered to,
in order to ensure compliance, [name of company] will cooperate fully with all inspections, as required, and provide access to all documents, as requested by inspectors,
[name of company] will inform [the airport operator] of any serious security breaches and of any suspicious circumstances which may be relevant to airport supplies, in particular any attempt to conceal prohibited articles in supplies,
[name of company] will ensure that all relevant staff receive training in accordance with Chapter 11 of the Annex to Implementing Regulation (EU) 2015/1998 and are aware of their security responsibilities, and
[name of company] will inform [the airport operator] if:
it ceases trading; or
it can no longer meet the requirements of the relevant EU legislation.
I shall accept full responsibility for this declaration.
Legal representative
Name:
Date:
Signature:
No provisions in this Regulation.
establish the person's identity on the basis of documentary evidence; and
cover criminal records in all states of residence during at least the preceding 5 years; and
cover employment, education and any gaps during at least the preceding 5 years.
establish the person's identity on the basis of documentary evidence; and
cover employment, education and any gaps during at least the preceding 5 years; and
require the person to sign a declaration detailing any criminal history in all states of residence during at least the preceding 5 years.
These abilities and aptitudes shall be assessed during the recruitment process and before completion of any probationary period.
an instructor delivers any training required under Regulation (EC) No 300/2008 and its implementing acts; or
a computer based training course is used in order to meet the requirements of Regulation (EC) No 300/2008 and its implementing acts.
Computer based training may be used with or without the support of an instructor or coach.
Basic training of persons performing tasks as listed in points 11.2.3.1, 11.2.3.4 and 11.2.3.5 as well as in points 11.2.4, 11.2.5 and 11.5 shall result in all of the following competencies:
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
knowledge of the legal framework for aviation security;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls;
knowledge of access control procedures;
[F1knowledge of identification card systems in use;]
knowledge of procedures for challenging persons and of circumstances in which persons should be challenged or reported;
knowledge of reporting procedures;
ability to identify prohibited articles;
ability to respond appropriately to security related incidents;
knowledge of how human behaviour and responses can affect security performance;
ability to communicate clearly and confidently.
understanding of the configuration of the screening checkpoint and the screening process;
knowledge of how prohibited articles may be concealed;
ability to respond appropriately to the detection of prohibited articles;
knowledge of the capabilities and limitations of security equipment or screening methods used;
knowledge of emergency response procedures.
In addition, where the designated tasks of the person concerned so require, training shall also result in the following competences:
interpersonal skills, in particular how to deal with cultural differences and with potentially disruptive passengers;
knowledge of hand searching techniques;
ability to carry out hand searches to a standard sufficient to reasonably ensure the detection of concealed prohibited articles;
knowledge of exemptions from screening and special security procedures;
ability to operate the security equipment used;
ability to correctly interpret images produced by security equipment; and
knowledge of protection requirements for hold baggage.
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
awareness of the relevant legal requirements;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls in the supply chain;
ability to identify prohibited articles;
ability to respond appropriately to the detection of prohibited articles;
knowledge of the capabilities and limitations of security equipment or screening methods used;
knowledge of how prohibited articles may be concealed;
knowledge of emergency response procedures;
knowledge of protection requirements for cargo and mail;
In addition, where the designated tasks of the person concerned so require, training shall also result in the following competences:
knowledge of screening requirements for cargo and mail, including exemptions and special security procedures;
knowledge of screening methods appropriate for different types of cargo and mail;
knowledge of hand searching techniques;
ability to carry out hand searches to a standard sufficient to reasonably ensure the detection of concealed prohibited articles;
ability to operate the security equipment used;
ability to correctly interpret images produced by security equipment;
knowledge of transportation requirements.
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
awareness of the relevant legal requirements;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls in the supply chain;
ability to identify prohibited articles;
ability to respond appropriately to the detection of prohibited articles;
knowledge of how prohibited articles may be concealed;
knowledge of emergency response procedures;
knowledge of the capabilities and limitations of security equipment or screening methods used;
In addition, where the designated tasks of the person concerned so require, training shall also result in the following competences:
knowledge of hand searching techniques;
ability to carry out hand searches to a standard sufficient to reasonably ensure the detection of concealed prohibited articles;
ability to operate the security equipment used;
ability to correctly interpret images produced by security equipment;
knowledge of transportation requirements.
knowledge of the legal requirements for vehicle examinations, including exemptions and special security procedures;
ability to respond appropriately to the detection of prohibited articles;
knowledge of how prohibited articles may be concealed;
knowledge of emergency response procedures;
knowledge of vehicle examination techniques;
ability to carry out vehicle examinations to a standard sufficient to reasonably ensure the detection of concealed prohibited articles.
knowledge of the legal requirements for access control, including exemptions and special security procedures;
knowledge of access control systems used at the airport;
knowledge of authorisations, including identification cards and vehicle passes, providing access to airside areas and ability to identify those authorisations;
knowledge of procedures for patrolling and for challenging persons and of circumstances in which persons should be challenged or reported:
ability to respond appropriately to the detection of prohibited articles;
knowledge of emergency response procedures;
interpersonal skills, in particular how to deal with cultural differences and with potentially disruptive passengers.
knowledge of the legal requirements for aircraft security searches;
knowledge of the configuration of the type(s) of aircraft on which the person is to implement aircraft security searches;
ability to identify prohibited articles;
ability to respond appropriately to the detection of prohibited articles;
knowledge of how prohibited articles may be concealed;
ability to implement aircraft security searches to a standard sufficient to reasonably ensure the detection of concealed prohibited articles.
In addition, where the person holds an airport identification card, training shall also result in all of the following competences:
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
knowledge of the legal framework for aviation security;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls;
understanding of the configuration of the screening checkpoint and the screening process;
awareness of access control and relevant screening procedures;
knowledge of airport identification card used at the airport.
knowledge of how to protect and prevent unauthorised access to aircraft;
knowledge of procedures for sealing aircraft, if applicable for the person to be trained;
knowledge of identification card systems used at the airport;
knowledge of procedures for challenging persons and of circumstances in which persons should be challenged or reported; and
knowledge of emergency response procedures.
In addition, where the person holds an airport identification card, training shall also result in all of the following competences:
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
knowledge of the legal framework for aviation security;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls;
understanding of the configuration of the screening checkpoint and the screening process;
awareness of access control and relevant screening procedures.
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
awareness of the relevant legal requirements;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls;
ability to respond appropriately to the detection of prohibited articles;
knowledge of emergency response procedures;
knowledge of passenger and baggage reconciliation requirements and techniques;
knowledge of protection requirements for air carrier materials used for passenger and baggage processing.
[F3In addition, where the person holds an airport identification card, training shall also result in all of the following competences:
understanding of the configuration of the screening checkpoint and the screening process;
awareness of access control and relevant screening procedures;
knowledge of airport identification cards used at the airport;
knowledge of reporting procedures;
ability to respond appropriately to security related incidents.]
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
awareness of the relevant legal requirements;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls in the supply chain;
knowledge of procedures for challenging persons and of circumstances in which persons should be challenged or reported;
knowledge of reporting procedures;
ability to identify prohibited articles;
ability to respond appropriately to the detection of prohibited articles;
knowledge of how prohibited articles may be concealed;
knowledge of protection requirements for cargo and mail;
knowledge of transportation requirements, if applicable.
[F3In addition, where the person holds an airport identification card, training shall also result in all of the following competences:
understanding of the configuration of the screening checkpoint and the screening process;
awareness of access control and relevant screening procedures;
knowledge of identification cards in use;
ability to respond appropriately to security related incidents.]
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
awareness of the relevant legal requirements;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls;
knowledge of procedures for challenging persons and of circumstances in which persons should be challenged or reported;
knowledge of reporting procedures;
ability to identify prohibited articles;
ability to respond appropriately to the detection of prohibited articles;
knowledge of how prohibited articles may be concealed;
knowledge of protection requirements for air carrier mail and materials, in-flight supplies and airport supplies, as applicable;
knowledge of transportation requirements, if applicable.
[F3In addition, where the person holds an airport identification card, training shall also result in all of the following competences:
understanding of the configuration of the screening checkpoint and the screening process;
awareness of access control and relevant screening procedures;
knowledge of identification cards in use;
ability to respond appropriately to security related incidents.]
Specific training of supervisors shall, in addition to the competencies of the persons to be supervised, result in all of the following competencies:
knowledge of the relevant legal requirements and how they should be met;
knowledge of supervisory tasks;
knowledge of internal quality control;
ability to respond appropriately to the detection of prohibited articles;
knowledge of emergency response procedures;
ability to provide mentoring and on-the-job training and to motivate other.
In addition, where the designated tasks of the person concerned so require, that training shall also result in all of the following competences:
knowledge of conflict management;
knowledge of the capabilities and limitations of security equipment or screening methods used.
Specific training of security managers shall result in all of the following competencies:
knowledge of the relevant legal requirements and how they should be met;
knowledge of internal, national, Union and international quality control;
ability to motivate others;
knowledge of the capabilities and limitations of security equipment or screening methods used.
For objective reasons, the appropriate authority may exempt persons from this training requirement if their access is limited to areas in the terminal accessible to passengers.
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
awareness of the relevant legal requirements;
knowledge of the objectives and organisation of aviation security, including the obligations and responsibilities of persons implementing security controls;
understanding of the configuration of the screening checkpoint and the screening process;
awareness of access control and relevant screening procedures;
knowledge of airport identification cards used at the airport;
knowledge of reporting procedures;
ability to respond appropriately to security related incidents.
General security awareness training shall result in all of the following competencies:
knowledge of previous acts of unlawful interference with civil aviation, terrorist acts and current threats;
awareness of the relevant legal requirements;
knowledge of the objectives and organisation of aviation security in their working environment, including the obligations and responsibilities of persons implementing security controls;
knowledge of reporting procedures;
ability to respond appropriately to security related incidents.
Each person undergoing general security awareness training shall be required to demonstrate understanding of all subjects referred to in this point before taking up duty.
This training shall not apply to instructors falling under point 11.5.
an initial certification or approval process; and
for persons operating x-ray or EDS equipment or for human reviewers of security scanners, recertification at least every 3 years; and
for all other persons, recertification or reapproval at least every 5 years.
Persons performing tasks as listed in point 11.2.3.3 may be exempted from these requirements if they are only authorised to implement visual checks and/or hand searches.
classroom and/or computer based training; or
on-the-job TIP training, on condition that a TIP library of at least 6 000 images, as specified below, is employed on the x-ray or EDS equipment used and the person works with this equipment during at least one third of his working hours.
The results of testing shall be provided to the person and recorded and may be taken into consideration as part of the recertification or re-approval process.
For classroom and/or computer based training, persons shall be subject to image recognition training and testing for at least 6 hours in every 6 month period, using either:
an image library containing at least 1 000 images of at least 250 different threat articles, including images of component parts of threat articles, with each article captured in a variety of different orientations, and arranged to provide an unpredictable selection of images from the library during the training and testing; or
the most frequently missed TIP images from the TIP library in use combined with images of recently captured threat articles relevant for the type of screening operation and covering all types of relevant threat articles if only used once for the training of a given screener over a three-year period.
For on-the-job TIP training, the TIP library shall consist of at least 6 000 images of at least 1 500 different threat articles, including images of component parts of threat articles, with each article captured in a variety of different orientations.
The results of testing shall be provided to the person and recorded, and may be taken into consideration as part of the recertification or reapproval process.
Recurrent training shall be conducted:
for competencies acquired during initial basic, specific and security awareness training, at least once every 5 years or, in cases where the competencies have not been exercised for more than 6 months, before return to security duties; and
for new or extended competencies, as required to ensure that persons implementing, or responsible for implementing, security controls are promptly made aware of new threats and legal requirements by the time they have to be applied.
The requirements under (a) shall not apply to competencies acquired during specific training which are no longer required for the person's designated tasks.
the successful completion of a background check in accordance with points 11.1.3 and 11.1.5;
competency in instructional techniques;
knowledge of the work environment in the relevant aviation security field;
competency in the security elements to be taught.
Certification shall at least apply to those instructors authorised to give training defined in points 11.2.3.1 to 11.2.3.5 and in points 11.2.4 (unless it concerns the training of supervisors exclusively supervising persons referred to in points 11.2.3.6 to 11.2.3.10) and 11.2.5.
[F3Instructors shall be subject to recertification at least every 5 years.]
EU aviation security validation:
may be a requirement for obtaining or maintaining a legal status under Regulation (EC) No 300/2008 and its implementing acts;
may be performed by an appropriate authority or a validator approved as EU aviation security validator or a validator recognised as equivalent to it, in accordance with this Chapter;
shall assess security measures applied under the responsibility of the validated entity or parts thereof for which the entity seeks validation. At least, it shall consist of:
an evaluation of security relevant documentation, including the validated entity's security programme or equivalent; and
a verification of the implementation of aviation security measures, which shall include an on-site verification of the validated entity's relevant operations, unless otherwise stated;
shall be recognised by all Member States.
independence from the validated industry, unless otherwise stated; and
appropriate personnel competence in the security area to be validated as well as methods to maintain such competence at the level referred to in 11.6.3.5; and
the functionality and appropriateness of validation processes.
have been subject to a background check in accordance with 11.1.3 that shall be recurrent at least every five years;
perform EU aviation security validation impartially and objectively, shall understand the meaning of independence and apply methods to avoid situations of conflict of interest in respect of the validated entity;
have sufficient theoretical knowledge and practical experience in the field of quality control as well as respective skills and personal attributes to collect, record and assess findings based on a checklist, in particular regarding:
compliance monitoring principles, procedures and techniques;
factors affecting human performance and supervision;
the role and powers of the validator, including on conflict of interest;
provide proof of appropriate competence based on training and/or a minimum work experience in respect of the following areas:
general aviation security principles of Union and ICAO aviation security standards;
specific standards related to the activity validated and how they are applied to operations;
security technologies and techniques relevant for the validation process;
undergo recurrent training at a frequency sufficient to ensure that existing competencies are maintained and new competencies are acquired to take account of developments in the field of aviation security.
a completed checklist signed by the EU aviation security validator including, where requested, comments by the validated entity in the necessary detail; and
a declaration of commitments signed by the validated entity; and
an independence declaration in respect of the entity validated signed by the individual performing the EU aviation security validation.
I confirm that I have established the level of compliance of the validated entity in an impartial and objective way.
I confirm that I am not, and have not in the preceding two years, been employed by the validated entity.
I confirm that I have no economic or other direct or indirect interest in the outcome of the validation activity, the validated entity or its affiliates.
I confirm that I have, and have had in the preceding 12 months no business relations such as training and consultancy beyond the validation process with the validated entity in areas related to aviation security.
I confirm that the EU aviation security validation report is based on a thorough fact finding evaluation of relevant security documentation, consisting of:
the validated entities' security programme or equivalent, and
an on- site verification of the implementation thereof.
I confirm that the EU aviation security validation report is based on an assessment of all security relevant areas on which the validator is required to give an opinion based on the relevant EU checklist.
I confirm that I have applied a methodology that allows for separate EU aviation security validation reports in respect of each entity validated and ensures objectivity and impartiality of the fact finding and evaluation, where several entities are being validated in a joint action.
I confirm that I accepted no financial or other benefits, other than a reasonable fee for the validation and a compensation of travel and accommodation costs.
I accept full responsibility for the EU aviation security validation report.
Name of the validated entity:
Name of the EU aviation security validator:
Date:
Signature:]
The information classified in accordance with Decision (EU, Euratom) 2015/444 shall be made available by the appropriate authority to manufacturers on a need-to-know basis.
All WTMD for which a contract to install them was placed as from 5 January 2007 shall be able to:
generate an audible and/or visual signal on a percentage of persons passing through the WTMD who did not cause an alarm as referred to in point 12.1.1.1. It shall be possible to set the percentage; and
count the number of persons screened, excluding any person that passes through the WTMD in the opposite direction; and
count the number of alarms; and
calculate the number of alarms as a percentage of the number of screened persons.
X-ray equipment shall comply with the detailed requirements laid down in Commission Implementing Decision C(2015) 8005.
when it detects explosive material, and
when it detects the presence of an item that prevents explosive material from being detected, and
when the contents of a bag or consignment are too dense to be analysed.
Image quality for EDS shall comply with the detailed requirements laid down in Commission Implementing Decision C(2015) 8005.
CTI are x-ray images of bags or other consignments containing threat articles.
FTI are x-ray images of threat articles which are projected into x-ray images of bags or other consignments being screened.
Threat articles shall appear within the x-ray image of bags and other consignments in an evenly distributed manner and not in a fixed position.
It shall be possible to set the percentage of CTI and FTI to be projected.
Where CTI are used:
the concept of operation must ensure that the screener cannot see the bags or other consignments that are introduced into the x-ray or EDS equipment and cannot determine that a CTI is or might be projected to him/her; and
the TIP system and library size shall reasonably ensure that a screener is not exposed to the same CTI again within 12 months.
Where CTI TIP is deployed with EDS equipment used exclusively for hold baggage screening, the requirement in point (b) shall only apply as of 1 January 2019.
No indication shall be given to the screener that a CTI or FTI is about to be projected or has been projected until a message is presented in accordance with point 12.5.2.2.
a library of CTI or FTI; and
a means for presenting messages and for messages to be cleared; and
a means for recording and presenting the results of the responses of individual screeners.
where the screener responded and a CTI or FTI was projected;
where the screener did not respond and a CTI or FTI was projected;
where the screener responded and no CTI or FTI was projected;
where an attempt to project a CTI or FTI failed and was visible to the screener.
The message shall be presented so that it does not obscure the image of the bag or consignment to which it refers.
The message shall remain until it has been cleared by the screener. In the case of points (a) and (b) the message shall be presented together with the CTI or FTI.
consumables shall not be used beyond the recommendations of the manufacturer of the consumable or if the performance of the consumable appears to have deteriorated through use;
ETD equipment shall only be used in an environment for which the equipment has been approved for use.
There shall be standards for ETD set for particulate and vapour sampling. Detailed requirements on these standards are laid down in Commission Implementing Decision C(2015) 8005.
when it detects threat material;
when it detects the presence of an item that prevents threat material from being detected;
when it cannot assess whether the LAG is benign or not;
when the contents of the screened bag are too dense to be analysed.]
Equipment that is approved by or on behalf of the appropriate authority of a Member State to meet the standards as laid down in Commission Implementing Decision C(2015) 8005 shall be recognised by other Member States to meet these standards. Member States shall submit to the Commission the name and, upon request, other relevant details of bodies designated to approve equipment. The Commission shall inform other Member States of the bodies.
it is being used for the purpose of evaluating a new method of screening; and
it will not negatively affect the overall level of security being attained; and
appropriate information that a trial is being conducted shall be given to those affected, including passengers.
If the Commission is not satisfied that the proposed method of screening provides sufficient guarantees that the overall level of aviation security will be maintained in the Union, the Commission shall inform the Member State thereof within three months of receipt of the notification referred to in point 12.8.2, explaining its concerns. In such a circumstance the Member State concerned shall not commence with the method of screening until it has satisfied the Commission.
ability of the EDD to meet the detection performance laid down in the Attachment 12-D of Commission Implementing Decision C(2015) 8005;
ability of the EDD to give a passive indication on the presence of explosive materials;
ability of the EDD and its handler(s) to work effectively as a team;
ability of the handler to correctly lead the EDD, interpret and respond appropriately to the EDD's reaction to the presence of an explosive material.
Further, detailed requirements are contained in Commission Implementing Decision C(2015) 8005.
Detailed provisions on the use of MDE are laid down in Commission Implementing Decision C(2015) 8005.
A security scanner is a system for the screening of persons that is capable of detecting metallic and non-metallic objects, distinct from the human skin, carried on the body or within clothes.
A security scanner with human reviewer may consist of a detection system that creates an image of a person's body for a human reviewer to analyse and establish that no metallic and non-metallic object, distinct from the human skin, is carried on the body of the person screened. When the human reviewer identifies such an object, its location shall be communicated to the screener for further search. In this case, the human reviewer is to be considered as an integral part of the detection system.
A security scanner with automatic threat detection may consist of a detection system that automatically recognises metallic and non- metallic objects, distinct from the human skin, carried on the body of the person screened. When the system identifies such an object, its location shall be indicated on a stick figure to the screener.
For the purpose of screening passengers, a security scanner shall meet all of the following standards:
security scanners shall detect and indicate by means of an alarm at least specified metallic and non-metallic items including explosives both individually and in combination;
detection shall be independent of the position and orientation of the item;
the system shall have a visual indicator to show that the equipment is in operation;
security scanners shall be positioned so as to ensure that their performance is not affected by sources of interference;
the correct functioning of security scanners shall be tested on a daily basis;
the security scanner shall be used in accordance with the concept of operations provided by the manufacturer.
Security scanners for the screening of passengers shall be deployed and used in compliance with Council Recommendation 1999/519/EC(24) and Directive 2013/35/EU of the European Parliament and of the Council(25).
The performance requirements for security scanners are laid down in Attachment 12-K, which shall be classified as ‘CONFIDENTIEL UE/EU CONFIDENTIAL’ and be handled in accordance with Decision (EU, Euratom) 2015/444.
Security scanners shall meet the standard defined in Attachment 12-K from the entry into force of this Regulation.
Standard 1 shall expire on 1 January 2022.
Detailed provisions for performance requirements for WTMD and SMD are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for performance requirements for EDS are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for performance requirements for equipment for the screening of liquids, aerosols and gels (LAGS) are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for performance requirements for an EDD are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for approval procedures of an EDD are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for approval test areas and test conditions for an EDD are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for quality control requirements for an EDD are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for ‘Free Running EDD — Standards for deployment methodology’ are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for ‘Remote Explosive Scent Tracing EDD — Standards for deployment methodology’ are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for performance requirements for MDE are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for performance requirements for security scanners are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for performance requirements for Explosive Trace Detection (ETD) are laid down in Commission Implementing Decision C(2015) 8005.
Detailed provisions for performance requirements for ACS are laid down in Commission Implementing Decision C(2015) 8005.
Commission Decision (EU, Euratom) 2015/444 of 13 March 2015 on the security rules for protecting EU classified information (OJ L 72, 17.3.2015, p. 53).
Commission Regulation (EU) No 185/2010 of 4 March 2010 laying down detailed measures for the implementation of the common basic standards on aviation security (OJ L 55, 5.3.2010, p. 1).
[F1Commission Regulation (EC) No 272/2009 of 2 April 2009 supplementing the common basic standards on civil aviation security laid down in the Annex to Regulation (EC) No 300/2008 of the European Parliament and of the Council ( OJ L 91, 3.4.2009, p. 7 ).]
Commission Implementing Decision C(2015) 8005 final laying down detailed measures for the implementation of the common basic standards on aviation security containing information, as referred to in point (a) of Article 18 of Regulation (EC) No 300/2008, and repealing Decision (2010) 774 of 13 April 2010.
Commission Regulation (EEC) No 2454/93 of 2 July 1993 laying down provisions for the implementation of Council Regulation (EEC) No 2913/92 establishing the Community Customs Code (OJ L 253, 11.10.1993, p. 1).
Commission Regulation (EC) No 748/2009 of 5 August 2009 on the list of aircraft operators which performed an aviation activity listed in Annex I to Directive 2003/87/EC on or after 1 January 2006 specifying the administering Member State for each aircraft operator (OJ L 219, 22.8.2009, p. 1).
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72).
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72).
Commission Regulation (EEC) No 2454/93 of 2 July 1993 laying down provisions for the implementation of Council Regulation (EEC) No 2913/92 establishing the Community Customs Code (OJ L 253, 11.10.1993, p. 1).
[F1The Union Member States: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden and the United Kingdom.]
[F1EU or EEA bound air cargo or air mail or aircraft in this validation checklist is equivalent to the Union and Iceland, Norway and Switzerland bound air cargo or air mail or aircraft.]
[F1The Union Member States: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden and the United Kingdom.]
[F1EU or EEA bound air cargo or air mail or aircraft in this validation checklist is equivalent to EU and Iceland, Norway and Switzerland bound air cargo or air mail or aircraft.]
[F1The Union Member States: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden and the United Kingdom]
[F1EU or EEA bound air cargo or air mail or aircraft in this validation checklist is equivalent to the Union and Iceland, Norway and Switzerland bound air cargo or air mail or aircraft.]
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72).
Commission Regulation (EEC) No 2454/93 of 2 July 1993 laying down provisions for the implementation of Council Regulation (EEC) No 2913/92 establishing the Community Customs Code (OJ L 253, 11.10.1993, p. 1).
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72).
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72).
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72).
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72).
Regulation (EC) No 765/2008 of the European Parliament and of the Council of 9 July 2008 setting out the requirements for accreditation and market surveillance relating to the marketing of products and repealing Regulation (EEC) No 339/93 (OJ L 218, 13.8.2008, p. 30).
Council Recommendation 1999/519/EC of 12 July 1999 on the limitation of exposure of the general public to electromagnetic fields (0 Hz to 300 GHz) (OJ L 199, 30.7.1999, p. 59).
Directive 2013/35/EU of the European Parliament and of the Council of 26 June 2013 on the minimum health and safety requirements regarding the exposure of workers to the risks arising from physical agents (electromagnetic fields) (20th individual Directive within the meaning of Article 16(1) of Directive 89/391/EEC) and repealing Directive 2004/40/EC (OJ L 179, 29.6.2013, p. 1).