Security — Page 481, Lesson 643

We're starting a new chapter now — Chapter 25, Security. This is a short but very important chapter, so let's take it seriously. We begin with 25.19, the Operator Security Programme. This is a mandatory written document. Each Contracting State — that's each country that's signed up to the ICAO convention — is required to ensure that air transport operators have established, implemented, and maintain a written security programme. So it's not just a one-time thing; it has to be kept current. That programme must meet the requirements of the national aviation security programme for that State. So there's a hierarchy here: the State has its national aviation security programme, and the operator's own security programme must comply with it. Now, there's a specific point about code sharing. When an operator implements code sharing — that's when two airlines share the same flight under their own flight numbers — the operator is to ensure and confirm that its partner airline complies with the operator security programme. So the responsibility doesn't disappear just because another airline is operating the flight; you have to verify your partner is meeting your security standards. Then we move to 25.20, Further Security Information. The content of other ICAO Annexes and Documents relates directly to security. The student is required to revise the following — and what follows are extracts from Annex 2, Rules of the Air. The first extract is about unlawful interference. This is the formal term for hijacking or any act of interference with an aircraft. Here's the rule: an aircraft which is being subjected to unlawful interference shall endeavour to notify the appropriate ATS unit — that's Air Traffic Services — of three things: first, this fact, that unlawful interference is occurring; second, any significant circumstances associated therewith; and third, any deviation from the current flight plan necessitated by the circumstances. The purpose of this notification is to enable the ATS unit to give priority to the aircraft and to minimize conflict with other aircraft. So the system is designed to protect you and everyone else in the airspace. The procedures that follow are intended as guidance for use when unlawful interference occurs and the aircraft is unable to notify an ATS unit of this fact. So these are fallback procedures when you can't get the message out. The next extract is Action by PIC — Pilot-in-Command. Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt to continue flying on the assigned track and at the assigned cruising level, at least until able to notify an ATS unit or within radar coverage. So the default is: stay on your cleared route and level, don't deviate, until you can make contact or you're in radar coverage. Finally, Departure from assigned track. When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the pilot-in-command should, wherever possible, attempt to... and the excerpt cuts off there. But the principle is clear: if you're forced off your track or level and you can't talk to ATS, you do whatever is possible to manage the situation. Let me show you the figures that relate to this chapter — they're about ground and air signals from survivors, which is part of the broader security and search context. So to summarise what we've covered: the Operator Security Programme is a written, maintained document that must meet the State's national aviation security programme, and code-share partners must be confirmed compliant. Then from Annex 2, we have the unlawful interference procedures: notify ATS of the fact, significant circumstances, and any deviation from the flight plan; the PIC should stay on track and level unless forced otherwise; and if you must deviate without radio contact, do whatever is possible. That's the core of this chapter's opening.