THE OPERATION OF AN AIRPORT AVIATION INCIDENT ASSESSMENT ... · THE OPERATION OF AN AIRPORT...

THE OPERATION OF AN AIRPORT AVIATION INCIDENT ASSESSMENT TEAM (IAT)

AIRPORT PRACTICE NOTE 3

THE OPERATION OF AN AIRPORT AVIATION INCIDENT ASSESSMENT TEAM (IAT)ii

ABOUT THE AUSTRALIAN AIRPORTS ASSOCIATION 1

THE OPERATION OF AN AIRPORT AVIATION INCIDENT ASSESSMENT TEAM (IAT) 2

ATTACHMENTS 8

ATTACHMENT A 9

ATTACHMENT B 11

ATTACHMENT C 12

ATTACHMENT D 13

ATTACHMENT E 14

PUBLISHED JUNE 2013

CON

TEN

TS


ABOUT THE AUSTRALIAN AIRPORTS ASSOCIATION 1


ATTACHMENTS 8

ATTACHMENT A 9

ATTACHMENT B 11

ATTACHMENT C 12

ATTACHMENT D 13

ATTACHMENT E 14

The Australian Airports Association (AAA) is the national industry voice for airports in Australia. The AAA represents the interests of more than 260 airports and aerodromes Australia wide – from local country community landing strips to major international gateway airports. The AAA’s members include Adelaide, Brisbane, Cairns, Canberra, Darwin, Gold Coast, Hobart, Perth, Melbourne and Sydney airports.

The AAA serves airports across the entire national aviation infrastructure network. This includes:

» Tier 1 Capital City Airports

» Tier 2 Non-Capital International Gateway Airports

» Tier 3 Major Regional Airports with direct interstate services

» Tier 4 Major Regional RPT airports without direct interstate services (with more than 20,000 passengers)

» Tier 5 Regional Airports without direct interstate services (with less than 20,000 passengers)

» Tier 6 Regional Airports without Regular Passenger Transport services (general aviation operations only)

» Tier 7 Remote Community Aerodromes (exist for community service aviation: medical, emergency flights).

There are a further 100 corporate partners representing aviation stakeholders and organisations that provide goods and services to the airport sector. The AAA facilitates co-operation among all member airports and their many and varied partners in Australian aviation, whilst contributing to an air transport system that is safe, secure, environmentally responsible and efficient for the benefit of all Australians and visitors.

If you have any questions regarding this document please contact the AAA on 02 6230 1110.

ABOUT THE AUSTRALIAN AIRPORTS ASSOCIATION

This Airport Practice Note has been prepared with the assistance of:

Sydney Airport Corporation Limited Locked Bag 5000 Sydney International Terminal NSW 2020 Phone: 02 9667 9111

THE OPERATION OF AN AIRPORT AVIATION INCIDENT ASSESSMENT TEAM (IAT)2

THE OPERATION OF AN AIRPORT AVIATION INCIDENT ASSESSMENT TEAM (IAT)

PurposeThis document has been prepared by the Australian Airports Association’s Airport Emergency Planning Forum. The purpose of these generic guidelines are to put forward options to Airport owners and operators to consider when they create internal processes and procedures to deal with a range of incidents.

The document is, however, only for generic guidance and users must satisfy themselves that its use was appropriate for the local circumstances. The intention is not for these generic guidelines to replace the role of any other plan (such as the Aerodrome Emergency Plan), team (such as an Aviation Security Incident Support Team (ASIST)) or any other measure.

We trust the contents will provide a useful resource and reference for consideration.

Scope The scope of these guidelines is to address “unplanned” disruptions. Disruptions that are planned / known in advance can be addressed by other, perhaps existing arrangements.

These guidelines are for use at an Airport by relevant stakeholders including the airport authority, law enforcement and other government agencies and airlines. They don’t replace but support the Airport Emergency Plan (AEP) and could apply to a range of incidents, regardless of cause, and may be used to carry out an initial assessment of the incident to inform decisions around response arrangements.

It is recognised that for many stakeholder organisations existing operational processes will be used to address incidents as they evolve. These guidelines are not intended to replace these processes but suggest ways in which they could be supported by facilitating information sharing between the community of stakeholders at the initial stages of an incident or when significant new developments occur.

It is also recognised that airports are all unique and that some considerations will be inappropriate for certain ports.


Incident Assessment Team ConceptThe Australian travelling community expects a high level of safety and security and subsequent incident response capability from the civil aviation sector. A major aviation incident has the potential to cause significant economic harm to the stakeholders involved, not to mention the potential cost in terms of lives and property.

The AEP provides detailed structures for responding to identified emergencies at the airport. However, there are many other events/threats that occur on a regular basis which don’t fall into the formal definition of an emergency as defined in the AEP.

There needs to be a well coordinated and consistent approach to dealing with such events/threats to ensure that the most appropriate stakeholder for responding is identified and adequate support is provided to the responding stakeholder. Other stakeholders who may be impacted by the incident also need access to an authorative source of information so that they can determine and validate their immediate response plans and obtain sufficient information to develop suitable contingency plans. The Incident Assessment Team (IAT) is one of the concepts that has been developed to provide an Airport with a model for sharing information and making these crucial decisions.

This model is represented in Figure 1 below:

FIGURE 1: INCIDENT ASSESSMENT AND RESPONSE MODEL

EVENT

AEP as Required

EMERGENCYINCIDENT

RESPONSE

RESOLVE

RECOVER

STAND DOWN

DEBRIEF AND LESSONS LEARNED

Assess New Consequences

INCIDENT ASSESSMENT TEAM

Assess New Consequences

The intent of this model is to provide a coordinated response to an incident in a timely and appropriate manner to enable restoration of normal operations. The primary stakeholders that may be involved in responding to and resolving incidents, events and threats are:

» The Airport owner and or operator;

» Airline Operators and or appointed representatives;

» The Australian Federal Police (AFP);

» The Police Force;

» Fire and Rescue

» Critical Service providers: Local Council, Joint User Hydrant Installation operator;

» Airservices Australia; and

» Other government agencies as appropriate i.e. Australian Customs and Border Protection Service, Australian Security Intelligence Organisation, DAFF BioSecurity etc.

The model allows for any of the above agencies to request an IAT meeting. The Airport Duty Manager would establish the IAT on behalf of the stakeholders. The IAT does not have to physically meet. It can be convened via teleconference if the matter is time critical or stakeholders are unable to attend in person. Following the IAT meeting the incident would continue to be managed by existing operational processes as appropriate.

Also, the IAT does not need full representation of all stakeholders listed above. As few as two agencies can form an IAT.

Individual agencies will develop and maintain tools and checklists to be used to support IAT decision making processes. These tools and check lists will contribute to ensuring appropriate rigour and accountability is maintained in the decision making process. Also these tools and checklists provide an audit trail to be followed during incident de-briefs and investigations.

Set out below are the first points of contact for each agency in the event an IAT needs to be established. Each agency is responsible for ensuring these contact numbers are kept up to date and any changes to contact numbers are communicated to the Airport as soon as possible after the change is made. These Guidelines will then be updated and re-distributed to all agencies included on the distribution list.

Establishment of the IATCriteria for Establishing the IAT

Essentially any incident which has the potential to impact more than one stakeholder at the airport warrants the establishment of an IAT. As stated previously in this document there are many incidents which are classified as emergencies and the response arrangements in relation to such incidents are set out in the AEP. Such incidents may include, but not be limited to:

» Bomb threats assessed as genuine;

» Extortion and or hi-jack

» Genuine hazardous material (HAZMAT) events;

» Confirmed terrorist events;

» Confirmed major crime events;

» Fires;

» Aircraft crash; and

» Serious aircraft incident

When these events occur the response arrangements should be carried out in accordance with the AEP and there is no need to establish an IAT as it is clear what the issue is that needs to be managed and resolved.

There are also a number of events that occur at the airport which are relatively low-level and can be managed by individual agencies in accordance with their own standard operating procedures and response arrangements without necessarily involving other agencies. Such incidents include, but are not limited to:

» Detection of prohibited item/weapon at screening points;

» Detection of unauthorised entrance to secure areas/aircraft;

» Disabled aircraft as a result of engineering/mechanical issues;

» Minor safety incidents;

» Minor crime events; and,

» Minor industrial action.


However, there are a broad range of events that occur at the airport whereby it may not initially be clear what the issue is, who is responsible for resolving it, what the potential impacts are and what needs to be done to resolve it. Events that fall into this category include, but are not limited to:

» Power fluctuations;

» Bomb threat under assessment;

» Sterile area breaches;

» Other security threats under assessment;

» Baggage system failures;

» Check-in system failures;

» Security system failures;

» IT outages;

» Threat of significant industrial action; and

» Natural Disasters.

These events could be caused by a wide range of factors. However, they all have the potential to have a significant impact on the airport and its operations. Such impacts may include, but not be limited to:

» Significant adverse media interest;

» Regulatory compliance action;

» Reduction in operational capacity;

» Significant impact on commercial returns;

» Adverse reputation impacts;

» Death and or injuries;

» Major criminality;

» Public safety concerns; and,

» Requirement for a multi-agency response to resolve.

Any event which has the potential for any of the impacts set out above, and which does not fall into the category of a declared emergency under the AEP, warrants the establishment of an IAT. The diagram at Attachment A sets out the decision making process described above.

Agencies are encouraged to move to establish an IAT as soon as possible after an event occurs to ensure the various participating organisations are brought together to assess the event, determine and agree on lead stakeholder responsibility and commence resolving the issue.

The lead stakeholder will always chair the IAT. However the first agency identified as the lead stakeholder may delegate this position to another agency due to available resources etc. Further information regarding the lead stakeholder is provided in the section titled - Operations of the IAT.

If it is determined that the event is a lower level concern the IAT can be stood down and the affected agencies can work to resolve the matter.

Following the IAT meeting the incident would continue to be managed by existing operational processes. For prolonged incidents the Airport incident control team may elect to re-establish the IAT to provide an update to a broader set of stakeholders.

If it is determined that the event is an emergency then the declaration and response arrangements will be carried out in accordance with the AEP.

Process for Establishing the IAT

If any one of the stakeholders set out above becomes aware of such an incident the following process must be followed:

» Contact the Airport Duty Manager on and request that an IAT be formed.

» The Airport, in conjunction with the requester, will assess whether the IAT should meet in person or if a teleconference is sufficient. Note a combination of parties meeting in person and via teleconference is also acceptable;

» If meeting in person the Airport will determine location of IAT. The IAT should always be located remotely from the Forward Command Post if established;

» Compile relevant tools/checklists to assist in the assessment process and recording decisions made; and,

» If certain stakeholders can’t be initially contacted continue to attempt to contact the stakeholder to ensure as broad a representation as possible on the IAT.

Note: it is the responsibility of each agency to ensure that appropriate communication means are available to enable IAT discussions.


Operations of the IATDetermining Lead Decision Making and Response Stakeholder and Support Arrangements

One of the key early tasks of the IAT is to undertake a tactical assessment of the event to determine the most appropriate response requirements and the lead stakeholder which will be designated responsibility for the primary decision making and response handling.

Each event will be assessed on its merits and depending on the particular issue and the impact it may have on the various IAT stakeholders a determination will be made as to which agency has lead stakeholder responsibility.

As a general rule the stakeholder who is most significantly affected by the incident will be designated the lead stakeholder in the IAT unless that stakeholder delegates that position. Whilst the most significantly affected stakeholder may delegate the role of Chair of the IAT they cannot delegate their decision making responsibilities.

In recognising that stakeholder organisations will most likely be managing the incident by their standard operational responses processes, upon initiation of the IAT, the Airport Duty Manager will contact the lead stakeholder first (when apparent) to advise of the request to establish an IAT and negotiate for an appropriate representative to join the IAT. This will also include determining the time when such a representative would be available.

This approach is designed to provide a two way benefit. The representative from the lead stakeholder organisation will be required to provide an initial impact assessment but they will also be able to bring back to their operational team an understanding of how other impacted stakeholders will be managing the situation.

Please refer to Attachment C which provides a guide to the lead stakeholder for various Category 2 incidents

Note: It may be the case that legislative requirements dictate who the lead stakeholder/agency will be rather than who is most affected by the incident – e.g. hazardous materials located within an aircraft may result in the airline being most affected yet law enforcement/Fire may in fact take the lead.

Other stakeholders will then support the lead stakeholder in the decision making and response process. This support will include the provision of advice and additional information regarding the emerging incident situation. Support will also include resources to assist in responding to the incident. Such resources may include law enforcement capabilities along with airport response resources (i.e. CCTV, security personnel, safety vehicles, access to the wider airport community etc).

Guiding Principles

The following principles will guide the operation of the IAT:

» The Airport will establish an IAT upon the request of any Stakeholder.

» All Stakeholders commit to providing a representative, with linkages back to their operational response team, to inform the IAT of the impact and response plans.

» The IAT will review the event based on all relevant information available from all relevant stakeholders to make a tactical assessment of the event and to consider the response and resolution arrangements most appropriate to the event.

» The lead stakeholder will be formally agreed between participants and recorded in writing. The lead stakeholder will also Chair the meeting of the IAT;

» Each stakeholder will maintain a log of their participation in the IAT to ensure a log of incident assessment and response decisions is maintained. The form and content of each stakeholders log will be governed by standard operating procedures and response arrangements that currently exist with each agency;

» If another incident occurs subsequent to the original incident that warrants consideration by the IAT it will be addressed in accordance with the standard protocols of the IAT eg lead stakeholder responsibility will be determined, support roles agreed and a determination made on the most appropriate response actions;


» If at any time it becomes clear that the incident has become a full scale emergency the IAT will revert to the AEP. The response arrangements set out in the AEP will take precedence over IAT deliberations and processes; and,

» The IAT will monitor and review response measures implemented and participants will be required to agree that the matter has been resolved and the IAT can be stood down;

» If after the response and resolution has concluded recovery arrangements need to be implemented and relevant stakeholders will need to provide appropriate resources to support the airport resuming full operations; and,

» Existing confidentiality arrangements apply to discussions within the IAT.

Individual stakeholder responsibilities are set out at Attachment A.

Attachments B, C, D & E are tools and checklists designed to assist in the conduct of an IAT.


ATTA

CHM

ENTS


ATTACHMENT A

» Direct the suspension of normal airport operations and the containment of the incident (or affected portion of the airport as the situation requires) until an appropriate response can be initiated;

» In consultation with affected stakeholders, determine when an incident situation is concluded and coordinate the resumption of normal airport operations;

» Communicate with public and passengers, including the media, as appropriate and agreed with the IAT;

» Notify and liaise with other affected airports and airlines if required;

» Notify relevant organisations and agencies of the resolution of the incident in accordance with established callout sheets.

» Where the Airport is the lead stakeholder, reporting the resolution of the incident to the IAT.

AFPThe responsibilities of the AFP in response to an incident at the airport are as follows:

» Confirm the type and nature of any incident reported

» If first to receive notification, assess the incident to consider if an IAT needs to be established;

» If an IAT needs to be established, contact the Airport Duty Manager, advise of the incident and request an IAT

» If AFP are the lead stakeholder, commit to providing a representative, with linkages back to their operational response team, to inform the IAT of the impact and response plans.

» Confirm that the correct incident stakeholders have been notified in accordance with these Guidelines;

» Participate in the formation of an IAT made up of the key stakeholders (either through telephone call/conference or physical gathering) to perform a situational risk assessment;

» Participate in the identification of the lead stakeholder or combat agency and relevant support agencies through consultation (airport, airline, Customs, AQIS, etc);

» Assist in coordinating the overall inter-agency response and provide resources to support response operations;

Stakeholder ResponsibilitiesThe responsibilities of the various stakeholders involved in IAT decision making processes are as follows:

Airport The responsibilities of the Airport in response to an incident at the airport are as follows:

» The Airport’s role is not to control or own every incident but to facilitate effective communication between stakeholders.

» Establishing an IAT at the request of any stakeholder

» Contact the lead stakeholder first (when apparent) to advise of the request to establish an IAT and negotiate for an appropriate representative to join the IAT. This will also include determining the time when such a representative would be available.

» Confirm the type and nature of any incident reported;

» Confirm that the correct incident stakeholders have been notified in accordance with these Guidelines;


» Participate in the identification of the lead stakeholder and relevant support agencies through consultation (airport, airline, Customs, AQIS, etc) in the IAT;

» Assess all threats to the airport or airport facilities under the Airport’s control in consultation with the IAT and notify relevant stakeholders of the outcome of the threat assessment;

» Notify appropriate agencies in accordance with regulatory requirements and established callout sheets;


» Maintain and coordinate operations that meet the requirements of the airport operator during an incident;


» In consultation with the IAT determining appropriate response measures/actions to manage the incident;

» Communicate with public and passengers, including the media, as appropriate and agreed with the IAT;

» In consultation with affected stakeholders, determine when an incident situation is concluded and direct the resumption of normal airport operations; and,

» Where the AFP is the lead stakeholder, reporting the resolution of the incident to the IAT.

Airline OperatorsThe responsibilities of airline operators in response to an incident at the airport are as follows:




» If an Airline Operator is the lead stakeholder, commit to providing a representative, with linkages back to their operational response team, to inform the IAT of the impact and response plans.

» Confirm that the correct incident stakeholders have been notified, including regarding the decision to establish the IAT or not;


» Participate in the identification of the lead stakeholder and relevant support agencies through consultation (airport, airline, Customs, AQIS, etc);

» Assess all threats to aircraft and/or airline operations in consultation with the IAT and notify relevant stakeholders of the outcome of the threat assessment;

» Review flight operations, if necessary;

» If the lead stakeholder, in consultation with the IAT, determine appropriate response measures/actions to manage the incident;

» If the lead stakeholder determine when an incident situation is concluded and direct the resumption of normal airline operations in consultation with affected stakeholders;

» Where the airline operator is the lead stakeholder, reporting the resolution of the incident to the IAT;

» Communicate with public and passengers, including the media, as appropriate and agreed with the IAT; and,

» Notify and liaise with affected airports and airlines as required.

Police Force (as per jurisdiction)

The responsibilities of the Police Force in response to an incident at the airport are as follows:




» If Police Force is the lead stakeholder, commit to providing a representative, with linkages back to their operational response team, to inform the IAT of the impact and response plans.

» Confirm that the correct incident stakeholders have been notified in accordance with these guidelines.


» Participating in the identification of the lead stakeholder and relevant support agencies through consultation (airport, airline, Customs, AQIS, etc);


» In consultation with the IAT determining appropriate response measures/actions to manage the incident;

» Communicate with public and passengers, including the media, as appropriate and agreed with the IAT; and,

» Where the Police Force is the lead stakeholder, reporting the resolution of the incident to the IAT.


ATTACHMENT B

Incident Assessment Team Control SheetDate: Time:

Completed by:

Incident

Description

IAT attendees:

Most impacted organisation:

Lead stakeholder:

Chair delegated Yes No

If yes reason delegated:

Actions to be taken:

Debrief on incident resolution:

Lessons learned:


ATTACHMENT C

Category 2 Incident Lead Stakeholder GuideBelow is to be used as a guide by the IAT for determining the lead stakeholder for various Category 2 incidents:

Incident Type Lead Stakeholder

Power Fluctuations Airport operator Terminal operator Facility operator

Bomb threat under assessment Airport operator Airline operator Facility operator

HAZMAT Incident Aviation Rescue and Fire Fighting Service Jurisdiction Fire and Rescue

Sterile Area Breaches Airport operator Terminal operator

Other security threats under assessment Airport operator Airline operator Facility operator

Baggage system failure Airport operator Terminal operator

Check-in system failure Airport operator Airline operator

Security system failure Airport operator Terminal operator Facility operator

IT outages Airport operator Terminal operator Airline operator Facility operator

Threat of significant industrial action To be determined by IAT

Natural Disasters To be determined by IAT

Serious aircraft incidents Airline Aircraft operator

Runway closure Airport operator

General crime events AFP Police Force

Whilst the above reflects the incident examples listed on Attachment A it should be noted that this list does not capture every imaginable incident type.

The intent is to provide a reasonable guide for the common incidents dealt with at an airport.


IAT Meeting Agency ChecklistUse this checklist to confirm all of the appropriate agencies have been invited to attend the IAT Meeting

Agency

Australian Federal Police Name:

Phone: Email:

Jurisdiction Police Force Name:

Phone: Email:

Airline (if applicable) Name:

Phone: Email:

Facility Operator (if applicable) Name:

Phone: Email:

Australian Customs & Border Protection Service Name:

Phone: Email:

DAFF Biosecurity Name:

Phone: Email:

Attorney General’s Department Name:

Phone: Email:

Jurisdiction Fire and Rescue Name:

Phone: Email:

Aviation Rescue and Fire Fighting Service Name:

Phone: Email:

Airservices Australia (if applicable) Name:

Phone: Email:

Qantas Name:

Phone: Email:

Virgin Australia Name:

Phone: Email:

Tiger Airways Name:

Phone: Email:

District Emergency Management Officer (if applicable) Name:

Phone: Email:

Joint User Hydrant Installation Operator (Shell) (if applicable)

Name:

Phone: Email:

ATTACHMENT D


ATTACHMENT E

Lead Stakeholder8 Determine Lead Stakeholder (most significantly

affected by the incident, refer to Attachment E for guidance)

9 If not apparent (due to complexity or multifaceted incident) – discuss and determine appropriate lead stakeholder

10 If apparent and present – hand meeting chair over to Lead Stakeholder

11 If apparent and not present

i establish known information about the incident (what do we know)

ii establish required information about the incident (what don’t we know)

iii establish impacts to stakeholders

iv establish priorities

v reschedule meeting for when a lead stakeholder is available

Initial Incident Assessment12 Lead Stakeholder provides an initial impact

assessment

13 IAT meeting attendees advise of current and potential impacts to their organisation and the airport community

14 Determine most appropriate response requirements

15 IAT meeting attendees explore potential impacts if the situation escalates (to facilitate contingency planning)

Next IAT meeting16 IAT meeting attendees determine trigger criteria to

conduct another IAT meeting

i update on situation

ii escalation, de-escalation

iii new incident

17 IAT meeting attendees determine stand down criteria

18 Determine time for next IAT meeting

Meeting Guide Below is a guide to be used by the IAT for the conduct of an IAT Meeting.

Note: Existing structures and processes developed and maintained by individual stakeholders will be used to manage the incident. The IAT Meeting is intended to facilitate sharing of information about the incident between stakeholders, ensure effective coordination of incident responses and support lead stakeholders in their management of the incident.

Agenda / ChecklistMeeting Attendance1 Introduction – person addressing meeting

2 Confirm attendees present at meeting

3 Identify any significant absences

Incident Description4 Advise identity of representative and organisation

requesting the IAT meeting

5 Brief explanation of the incident

IAT Meeting Confirmation6 Confirmation that incident is not an AEP

or Category 1 Incident

7 Confirmation that an IAT is required


1. ESTABLISH IAT MEETING

4. DETERMINE LEAD STAKEHOLDER

2. CONFIRM ATTENDANCE » Attendees present » Significant absences

3. IAT MEETING CONFIRMATION » Confirmation incident is not an AEP or Category 1 Incident » Confirmation IAT is required

5. INITIAL INCIDENT ASSESSMENT » Initial impact assessment » Advise of current and potential impacts to their organisation and the airport community » Determine most appropriate response requirements » Explore potential impacts if the situation escalates (to facilitate contingency planning) » Handover to existing operational process for ongoing management as appropriate.

6. NEXT IAT MEETING » Determine trigger criteria to conduct another IAT meeting

i update on situation

ii escalation, de-escalation

iii new incident

» Determine stand down criteria » Determine time for next IAT meeting

IAT Meeting Flowchart


INCIDENT IS BELIEVED TO HAVE OCCURRED

INITIAL ASSESSMENT BY ORGANISATION/ PARTY FIRST NOTIFIED

1. Upon resolution carry out recovery activities and stand-down2. Conduct de-brief, review lessons learned and adjust standard operating procedures and response plans, report resolution to IAT

Is it Category 1 incident? 1 No IAT

required 2 Resolve

incident in accordance with the agencies established incident management procedures

Category 1 Incidents Minor impact on the airport community for example, but not limited to: » Detection of prohibited item/

weapon at screening points; » Detection of unauthorised

entrance to secure areas/aircraft; » Disabled aircraft as a result of

engineering/mechanical issues; » Minor safety incidents » Unattended items; » Minor crime events; and, » Minor industrial action.

Lead stakeholder – normal response arrangements

Category 2 Incidents Potential for major impact on the airport community for example, but not limited to: » Power fluctuations; » Bomb threat under assessment; » Sterile area breaches; » Other security threats under

assessment; » Baggage system failures; » Check-in system failures; » Security system failures; » IT outages; » Threat of significant industrial

action; » Natural Disasters; and » Serious aircraft incidents / runway

closure Lead stakeholder – Determined by IAT

AEP Incidents The incident is an emergency as defined by the AEP for example, but not limited to: » Bomb threats assessed as

genuine; » Genuine hazardous material

(HAZMAT) events; » Confirmed terrorist events; » Confirmed major crime events; » Fires; and, » Aircraft crash.

Lead stakeholder – As set out in AEP

If incident escalates, initiate IAT if required

Not Clear or new incident? 1 Contact Airport Duty Manager

& request IAT 2 Airport Duty Manager contacts

lead stakeholder (if apparent) & all other stakeholders & advises audio conference details

3 Conduct audio conference undertake Tactical Assessment

4 Decide if Category 1, AEP or Category 2

5 If Category 2 appoint lead stakeholder (if not already done in step2)

6 Monitor and review response measures

7 Stand Down & Debrief and Lessons Learned

If new consequences emerge Initiate IAT if required

Is the incident an emergency as defined by the AEP? 1 No IAT

required 2 Activate the

AEP call-out procedures

Example of a Standard Operating Procedure for an Incident Assessment Team (IAT)

Australian Airports Association Unit 9/23 Brindabella Circuit I Brindabella Park ACT 2609

P: 02 6230 1110 F: 02 6230 1367E: [email protected]

www.airports.asn.au

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