Home' RTCA Documents for Review : DO-230I, Airport Security Access Control Systems Contents 4
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within the complex through the use of deny/grant access privileges coded into personnel credentials and
vehicle identifications. While this notional depiction only shows six zones (Zone 3 is the perimeter zone
around the entire complex), airport operators may adopt more or less zones based on their individual
ConOps and security requirements.
The movement of support personnel such as law enforcement officers (LEOs), local, state and federal
officials, emergency personnel and related equipment must be accommodated within the ConOps and
integrated into security plans and the Security Operations Center (SOC) procedures.
ISSA communications architecture and subsystems often utilize both wired (telephone systems, LANs,
surveillance, devices, portals, card readers, fire/life/safety systems) and wireless (cellular telephone and
paging, trunked radio, public safety frequencies, VHF/UHF, wireless LANs supporting handheld, smart
and/r mobile computing systems, etc.) technologies and can be a mix of analog, digital and optical
technologies. The airport operator’s inputs, together with stakeholder inputs, comprise a ConOps’
functional requirements and associated communications architecture in accordance with existing and
planning infrastructure. The ConOps addresses the operational requirements and selection of technologies
that will be used to support the communications within the airport. Spectrum considerations are an
important element of the communications architecture and consultation with federal regulators including
the Federal Communications Commission (FCC) is recommended prior to the deployment of any wireless
Credential holders used in an ACS, may require access across multiple, if not all zones (public safety and
emergency services providers). Regulatory requirements for the issuance of compliant media by airport
operators to allow unescorted access to security-related areas of the airport is addressed in the credentialing
section of this document and the overview of the process is illustrated in Figure 2-1. It should be noted
that the scope of the credentialing in this document is restricted to credentials used for physical access
control and includes media used by airport staff, tenant organizations, concession staff, airlines, and other
airport-approved entities such a law enforcement, first responders, temporary construction/maintenance
personnel and government employees.
In order for the credential to be issued, it is a best practice for the individual to present an original biometric
and have it validated and authenticated against the registered entity and once confirmed, the credential is
issued. Airport credentials may also provide identification and privileges such as the permission for an
individual to operate a vehicle or special equipment in specific areas of the airport.
Biometrics is often selected as a basis for credentialing technology because its authentication can be linked
to the individual, thus protecting users against unauthorized use of his/her identity. Biometrics could also
be combined with other multi-factor authentication protocols to complement the verification and validation
of the individual. With this option, a user is required to present his/her unique biometric attribute during
the enrollment process which is then incorporated in the credential during the card production process. The
user is required to re-verify this biometric attribute at the time of credential issuance. Airport operators
utilize many forms of biometrically-enabled access control systems to allow verification of the biometric
and authenticate the validity of the credential before privilege for entry is granted. Revocation and denial
processes ideally detect/deny unauthorized access requests.
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