Final Airport Security 2222222222

A STUDY ON AIRPORT SECURITY IN KEMPEGOWDA INTERNATIONAL AIRPORT
A STUDY ON AIRPORT SECURITY IN KEMPEGOWDA

INTERNATIONAL AIRPORT
1.1 INTRODUCTION
Aviation includes the ,activities mechanical flight and the aircraft industry. Aircraft
includes fixedwing and rotary-wing types, morphable wings, wing-less lifting bodies,
as well as lighter-than-air craft such as hot air balloons and airships.
Aviation began in the 18th century with the development of the hot air balloon, an
apparatus capable of atmospheric displacement through buoyancy. Some of the most
significant advancements in aviation technology came with the controlled gliding
flying of Otto Lilienthal in 1896; then a large step in significance came with the
construction of the first powered airplane by the Wright brothers in the early 1900s.
Since that time, aviation has been technologically revolutionized by the introduction of
the jet which permitted a major form of transport throughout the world.
Fig1.1
General aviation includes all non-scheduled civil flying, both private and commercial.
General aviation may include business flights, air charter, private aviation, flight
pg. 1
training, ballooning, paragliding, parachuting, gliding, hang gliding, aerial

photography, footlaunched powered hang gliders, air ambulance, crop dusting, charter
flights, traffic reporting, police air patrols and forest fire fighting.
Each country regulates aviation differently, but general aviation usually falls under
different regulations depending on whether it is private or commercial and on the type
of equipment involved.
Many small aircraft manufacturers serve the general aviation market, with a focus on
private aviation and flight training.
Fig 1.2
AVIATION HISTORY
The history of aviation has extended over more than two thousand years from the earliest
attempts in kites and gliders to powered heavier than air, supersonic and hypersonic flight.
The first form of man-made flying objects were kites. The earliest known record of kite
flying is from around 200 BC in China, when a general flew a kite over enemy territory
to calculate the length of tunnel required to enter the region.
pg. 2
Fig 1.3
MYTHOLOGY
Human ambition to fly is illustrated in mythological literature of several cultures;

everyone knows about the wings made out of wax Daedalus in Greek mythology, or the
Pushpaka Vimana of king Ravana in Ramayana, for instance.
Fig 1.4
pg. 3
EARLY ATTEMPT
Flight automaton in Greece Around 400 BC, Archytas, the Greek philosopher,
mathematician, astronomer ,statesman and strategist, designed and built a bird-shaped,
apparently steam powered model named "The Pigeon" , which is said to have flown some
200 meters. According to Aulus Gellius, the mechanical bird was suspended on a string or
pivot and was powered by a "concealed aura or spirit”
Fig 1.5
Hot air balloons, glider and kites in China
The Kongming lantern (proto hot air balloon) was known in China from ancient times.
Its invention is usually attributed to the general Zhuge Liang (180–234 AD, honorific
title Kongming), who is said to have used them to scare the enemy troops: An oil lamp
was installed under a large paper bag, and the bag floated in the air due to the lamp
heating the air. ... The enemy was frightened b y the light in the air, thinking that some
divine force was helping him.
pg. 4
Fig 1.6
MANEED KITE
Yuan Huangtou, Ye, first manned kite glide to take off from a tower — 559 During the
Yuan dynasty (13th century) under rulers like Kublai the rectangular lamps became
popular in festivals, when they would attract huge crowds. During the Mongol Empire,
the design may have spread along the Silk Route into Central Asia and the Middle East.
GLIDERS
Some six centuries after Ibn Firnas, Leonardo da Vinci developed a hang glider design in
which the inner parts of the wings are fixed, and some control surfaces are provided
towards the tips (as in the gliding flight in birds). A model he built for a test flight in 1496
did not fly, and some other designs, such as the four-person screw-type helicopter, have
severe flaws.
HEAVIER THAN AIR
During the last years of the 18th century, Sir George Cayley started the first rigorous study
of the physics of flight. In 1799 he exhibited a plan for a glider, which except for planform
was completely modern in having a separate tail for control and having the pilot suspended
below the center of gravity to provide stability, and flew it as a model in 1804. Later
pg. 5
Cayley turned his research to building a full-scale version of his design, first flying it
unmanned in 1849 and in 1853.
Fig 1.7
• Aircraft have been around for a century, but aviation has been around for more than
2000 years.
• Ideas for flying vehicles were being thought of during the Ramayana period.
• Leonardo da Vinci, made many model aircraft that didn’t fly. He introduced lighter-
than air flight.
LIGHTER THAN AIR
• Lighter-than air vehicles, at first used hot air but started using hydrogen because it is
lighter than air. But hydrogen is highly explosive and can be triggered by just a spark.
• On May 6th 1937, Hindenburg a hydrogen airship exploded and crashed on landing
in New
Jersey.
• Nowadays, airships use helium which is an inert gas.
pg. 6
Fig 1.8
THE FIRST FLIGHT
• The Wright brothers, Wilbur and Orville, made the first successful heavier than air
aircraft, the Wright flyer.
• The first flight was on December 17th 1903.
• After the Wright brothers first flight, there was an aviation boom.
• Modern-day aircraft giants, Boeing and Airbus, came into existence.
Fig 1.9
pg. 7
NEW ERA OF AVIATION
• With the first flight over, it marked the era of heavier-than air flight. Till now, propellers
were being used to power planes but the introduction of the jet engine made planes much
more efficient and comfortable to fly.
JET ENGINE PROPELLER

ENGINE
Fig 1.10 Fig 1.11
MODERN AVIATION
• When World War II ended, passenger transport became faster and more
comfortable. Jet planes were immediately introduced.
• The first jet aircraft was the De Havilland Comet.
• As the years went by, jet engines became better and better.
Fig 1.12
pg. 8
CHICAGO CONVENTION
The Convention on International Civil Aviation, also known as the Chicago Convention,
established the International Civil Aviation Organization (ICAO), a specialized agency of
the UN charged with coordinating international air travel. The Convention was signed by
52 states on 7 December 1944 in Chicago, Illinois, U.S., and came into effect on 4 April
1947. The Convention establishes rules of airspace, aircraft registration and safety,
security, and sustainability, and details the rights of the signatories in relation to air travel.
The Convention also contains provisions pertaining to taxation.
WARSAW CONVENTION
It refers to an international agreement that defines the rules and regulations that govern
civil aviation. It defines the potential liability that an international carrier faces with
regards to the air transport of people and luggage of various kinds. It helps provide a
common framework for dispute resolution between parties belonging to different
countries.
BUSINESS MODELS FOR AIRLINES
There are a huge number of airlines around the world, each with different ways of doing
business.
Business models are characterized as follows:
• Full-Service Carriers
• Full-service carriers are airlines that operate with a business model that includes
offering a range of pre-flight and on-board services with the price of the ticket.
• This may include, for instance, checked baggage, in-flight meals and multiple service
classes, such as first-class, business class, economy class, etc.
• Their operations will typically include both passenger and cargo services, and
frequent flyer programmes are often on offer
pg. 9
1.2 INDUSTRIAL PROFILE
An airport is an aerodrome with extended facilities, mostly for commercial air transport.
Airports usually consist of a landing area, which comprises an aerially accessible open
space including at least one operationally active surface such as a runway for a plane to
take off and to land[3] or a helipad, and often includes adjacent utility buildings such as
control towers, hangars and terminals, to maintain and monitor aircraft. Larger airports
may have airport aprons, taxiway bridges, air traffic control centres, passenger facilities
such as restaurants and lounges, and emergency services. In some countries, the US in
particular, airports also typically have one or more fixed-base operators, serving general
aviation.
Operating airports is extremely complicated, with a complex system of aircraft support

services, passenger services, and aircraft control services contained within the operation.
Thus airports can be major employers, as well as important hubs for tourism and other
kinds of transit. Because they are sites of operation for heavy machinery, a number of
regulations and safety measures have been implemented in airports, in order to reduce
hazards. Additionally, airports have major local environmental impacts, as both large
sources of air pollution, noise pollution and other environmental impacts, making them
sites that acutely experience the environmental effects of aviation. Airports are also
vulnerable infrastructure to extreme weather, climate change caused sea level rise and
other disasters
Types of airports
An airport solely serving helicopters is called a heliport. An airport for use by seaplanes
and amphibious aircraft is called a seaplane base. Such a base typically includes a stretch
of open water for takeoffs and landings, and seaplane docks for tying-up.
An international airport has additional facilities for customs and passport control as well
as incorporating all the aforementioned elements. Such airports rank among the most
complex and largest of all built typologies, with 15 of the top 50 buildings by floor area
being airport terminals.
pg. 10
Types of Airport
1. International
As the name suggests, these airlines operate internationally, offering flights to multiple
overseas destinations on top of their domestic services. Also known as “major airlines”,
they include the industry’s biggest names, such as American Airlines and Delta Air Lines,
and tend to operate with a significant fleet of large aircraft. In many cases, they make
billions in annual revenue and will often employ tens of thousands of people.
2. National
Although national airlines are smaller than their international counterparts, they may still
offer some overseas services. However, they are primarily connected to a single country,
often with all of their main hubs there, and will usually focus more on facilitating domestic
air travel. They generally operate with a fleet of medium-to-large aircraft and will bring
in hundreds of millions in annual revenue while employing thousands of people.
3. Regional
Regional airlines are smaller than international and national ones, typically focusing on
the kinds of areas that do not receive much (or any) service from those airlines. Their
annual revenue is usually less than 100 million, they tend to have smaller fleets and use
aircraft with fewer than 100 passenger seats. In some cases, regional airlines partner with
larger airlines, helping to transport customers to major hubs for connecting flights.
pg. 11
Landside and airside areas
"Airside" redirects here. For other uses, see
Airports are divided into landside and airside zones. The landside is subject to fewer
special laws and is part of the public realm, while access to the airside zone is tightly
controlled. Landside facilities may include publicly accessible airport check-in desks,
shops and ground transportation facilities.[25] The airside area includes all parts of the
airport around the aircraft, and the parts of the buildings that are restricted to staff, and
sections of these extended to travelling, airside shopping, dining, or waiting passengers.
Depending on the airport, passengers and staff must be checked by security or border
control before being permitted to enter the airside zone. Conversely, passengers arriving
from an international flight must pass through border control and customs to access the
landside area, in which they exit, unless in airside transit. Most multi-terminal airports
have (variously termed) flight/passenger/air connections buses, moving walkways and/or
people movers for inter-terminal airside transit. Their airlines can arrange for baggage to
be routed directly to the passenger's destination. Most major airports issue a secure
keycard, an airside pass to employees, to assist in their reliable, standardized and efficient
verification of identity.
Premium and VIP services

Airports may also contain premium and VIP services. The premium and VIP services may
include express check-in and dedicated check-in counters. These services are usually
reserved for first and business class passengers, premium frequent flyers, and members of
the airline's clubs. Premium services may sometimes be open to passengers who are
members of a different airline's frequent flyer program. This can sometimes be part of a
reciprocal deal, as when multiple airlines are part of the same alliance, or as a ploy to
attract premium customers away from rival airlines.
Sometimes these premium services will be offered to a non-premium passenger if the

airline has made a mistake in handling of the passenger, such as unreasonable delays or
mishandling of checked baggage.
pg. 12
Airline lounges frequently offer free or reduced cost food, as well as alcoholic and non-
alcoholic beverages. Lounges themselves typically have seating, showers, quiet areas,
televisions, computer, Wi-Fi and Internet access, and power outlets that passengers may
use for their electronic equipment. Some airline lounges employ baristas, bartenders and
gourmet chefs.
Airlines sometimes operate multiple lounges within the one airport terminal allowing
ultrapremium customers, such as first class customers, additional services, which are not
available to other premium customers. Multiple lounges may also prevent overcrowding
of the lounge facilities.
Cargo and freight service
In addition to people, airports move cargo around the clock. Cargo airlines often have their
own on-site and adjacent infrastructure to transfer parcels between ground and air.
Cargo Terminal Facilities are areas where international airports export cargo has to be
stored after customs clearance and prior to loading the aircraft. Similarly, import cargo
that is offloaded needs to be in bond before the consignee decides to take delivery. Areas
have to be kept aside for examination of export and import cargo by the airport authorities.
Designated areas or sheds may be given to airlines or freight forward ring agencies.
Every cargo terminal has a landside and an airside. The landside is where the exporters
and importers through either their agents or by themselves deliver or collect shipments
while the airside is where loads are moved to or from the aircraft. In addition, cargo
terminals are divided into distinct areas – export, import, and interline or transshipment.
Airport operations
The apron from the top floor observation room, Halifax Stanfield International Airport,
Canada There are three types of surface that aircraft operate on:
• Runways, for takeoff and landing
• Taxiways, where planes "taxi" (transfer to and from a runway)
• Apron or ramp: a surface where planes are parked, loaded,
unloaded refuelled.
pg. 13
Air traffic control
Airport Tower, Kempegowda International Airport
Air traffic control (ATC) is the task of managing aircraft movements and making sure they
are safe, orderly and expeditious. At the largest airports, air traffic control is a series of
highly complex operations that requires managing frequent traffic that moves in all three
dimensions.
A "towered" or "controlled" airport has a control tower where the air traffic controllers are
based. Pilots are required to maintain two-way radio communication with the controllers,
and to acknowledge and comply with their instructions. A "non-towered" airport has no
operating control tower and therefore two-way radio communications are not required,
though it is good operating practice for pilots to transmit their intentions on the airport's
common traffic advisory frequency (CTAF) for the benefit of other aircraft in the area.
The CTAF may be a Universal Integrated Community (UNICOM), MULTICOM, Flight
Service Station (FSS), or tower frequency.
The majority of the world's airports are small facilities without a tower. Not all towered
airports have 24/7 ATC operations. In those cases, non-towered procedures apply when
the tower is not in use, such as at night. Non-towered airports come under area (en-route)
control. Remote and virtual tower (RVT) is a system in which ATC is handled by
controllers who are not present at the airport itself.
Air traffic control responsibilities at airports are usually divided into at least two main
areas: ground and tower, though a single controller may work both stations. The busiest
airports may subdivide responsibilities further, with clearance delivery, apron control,
and/or other specialized ATC stations.
Ground control
Ground control is responsible for directing all ground traffic in designated "movement
areas", except the traffic on runways. This includes planes, baggage trains, snowplows,
grass cutters, fuel trucks, stair trucks, airline food trucks, conveyor belt vehicles and other
vehicles. Ground Control will instruct these vehicles on which taxiways to use, which
runway they will use (in the case of planes), where they will park, and when it is safe to
cross runways. When a plane is ready to takeoff it will be turned over to tower control.
pg. 14
Conversely, after a plane has landed it will depart the runway and be "handed over" from
Tower to Ground Control.
Tower control
Tower control is responsible for aircraft on the runway and in the controlled airspace
immediately surrounding the airport. Tower controllers may use radar to locate an
aircraft's position in 3D space, or they may rely on pilot position reports and visual
observation. They coordinate the sequencing of aircraft in the traffic pattern and direct
aircraft on how to safely join and leave the circuit. Aircraft which are only passing through
the airspace must also contact tower control to be sure they remain clear of other traffic’
Safety management
"FLF Panther" airport crash tender in Germany Road crossing of (Shetland) A970 with
Sumburgh Airport's runway. The movable barrier closes when aircraft land or take off.
Aviation safety is an important concern in the operation of an airport, and almost every
airfield includes equipment and procedures for handling emergency situations. Airport
crash tender crews are equipped for dealing with airfield accidents, crew and passenger
extractions, and the hazards of highly flammable aviation fuel. The crews are also trained
to deal with situations such as bomb threats, hijacking, and terrorist activities.
Hazards to aircraft include debris, nesting birds, and reduced friction levels due to
environmental conditions such as ice, snow, or rain. Part of runway maintenance is airfield
rubber removal which helps maintain friction levels. The fields must be kept clear of
debris using cleaning equipment so that loose material does not become a projectile and
enter an engine duct (see foreign object damage). In adverse weather conditions, ice and
snow clearing equipment can be used to improve traction on the landing strip. For waiting
aircraft, equipment is used to spray special deicing fluids on the wings.
Many airports are built near open fields or wetlands. These tend to attract bird populations,
which can pose a hazard to aircraft in the form of bird strikes. Airport crews often need to
discourage birds from taking up residence.
Some airports are located next to parks, golf courses, or other low-density uses of land.
Other airports are located near densely populated urban or suburban areas.
pg. 15
An airport can have areas where collisions between aircraft on the ground tend to occur.
Records are kept of any incursions where aircraft or vehicles are in an inappropriate
location, allowing these "hot spots" to be identified. These locations then undergo special
attention by transportation authorities (such as the FAA in the US) and airport
administrators.
During the 1980s, a phenomenon known as microburst became a growing concern due to
aircraft accidents caused by microburst wind shear, such as Delta Air Lines Flight 191.
Microburst radar was developed as an aid to safety during landing, giving two to five
minutes' warning to aircraft in the vicinity of the field of a microburst event.
Some airfields now have a special surface known as soft concrete at the end of the runway
(stopway or blastpad) that behaves somewhat like styrofoam, bringing the plane to a
relatively rapid halt as the material disintegrates. These surfaces are useful when the
runway is located next to a body of water or other hazard, and prevent the planes from
overrunning the end of the field.
Airports often have on-site firefighters to respond to emergencies. These use specialized
vehicles, known as airport crash tenders. Most civil aviation authorities have required
levels of on-site emergency response capabilities based on an airport's traffic. At airports
where civil and military operations share a common set of runways and infrastructure,
emergency response is often managed by the relevant military unit as part of their base's
operations.
pg. 16
Terminal facilities
Fig 1.13
An airport terminal is a building at an airport where passengers transfer between ground

transportation and the facilities that allow them to board and disembark from an aircraft.
Within the terminal; passengers purchase tickets; transfer their luggage; go through
security. The buildings that provide access to the airplanes (via gates) are typically called
concourses. However, the terms "terminal" and "concourse" are sometimes used
interchangeably, depending on the configuration of the airport.
Smaller airports have one terminal while larger airports have several terminals and/or
concourses. At small airports, the single terminal building typically serves all of the
functions of a terminal and a concourse.
Some larger airports have one terminal that is connected to multiple concourses via
walkways, sky-bridges, or tunnels (such as Denver International Airport, modeled after
Atlanta's, the world's busiest), or Orlando International Airport (modeled after Tampa's).
Some larger airports have more than one terminal, each with one or more concourses (such
as New York's John F. Kennedy International Airport, which has five, and London's
Heathrow Airport and Chicago's O'Hare International Airport, which both have four). Still
other larger airports have multiple terminals each of which incorporate the functions of a
pg. 17
concourse (such as Dallas/Fort Worth International Airport or Philadelphia International

Airport).
According to Frommers, "most airport terminals are built in a plain style, with the concrete
boxes of the 1960s and 1970s generally gave way to glass boxes in the 1990s and 2000s,
with the best terminals making a vague stab at incorporating ideas of "light" and "air"'.
However, some, such as Baghdad International Airport and Denver International Airport,
are monumental in stature, while others are considered architectural masterpieces, such as
Terminal 1 at Charles de Gaulle Airport, near Paris, the main terminal at Washington
Dulles in Virginia, or the TWA Flight Center at New York's JFK Airport. A few are
designed to reflect the culture of a particular area, some examples being the terminal at
Albuquerque International Sunport in New Mexico, which is designed in the Pueblo
Revival style popularized by architect John Gaw Meem, as well as the terminal at Bahías
de Huatulco International Airport in Huatulco, Oaxaca, Mexico, which features some
palapas that are interconnected to form the airport terminal.
When London Stansted Airport's new terminal opened in 1991, it marked a shift in airport
terminal design since Norman Foster placed the baggage handling system in the basement
in order to create a vast open interior space. Airport architects have followed this model
since unobstructed sightlines aid with passenger orientation. In some cases, architects
design the terminal's ceiling and flooring with cues that suggest the required directional
flow. For instance, at Toronto Pearson's Terminal 1 Moshe Safdie included skylights for
wayfinding purposes.
pg. 18
Transportation service
Fig 1.14
Among the most important airport services are further transportation connections,
including rail networks, taxi and shuttle services at curbside pick-up areas, and public
buses. Large areas for automobile parking, often in co-located multi-storey car parks, are
also typical to find at airports. Some airports provide shuttle services to parking garages
for passengers and airport employees. Due to the very large scale of international airports,
some have constructed shuttle services to transport passengers between terminals. Such
systems operate for example, in Singapore Changi Airport and Zurich Airport.
At some U.S. international airports, such as O'Hare International Airport in Chicago, some
seating and waiting areas are located away from the terminal building, with passengers
being shuttled to terminals. These areas may be referred to as ground transportation centers
or intermodal centers.[26] Amenities at ground transportation centers typically include
restrooms and seating, and may also provide ticket counters, food and beverage sales and
pg. 19
retail goods such as magazines. Some ground transportation centers have heating and air
conditioning and covered boarding areas (to protect passengers from the elements).
Passenger services
Fig 1.15
We provide various services including airline tickets sales, check-in services, the provision
of information at the boarding gate for departing flights, meeting passengers at the gate
for arriving flights, checked baggage return, and the handling of various other inquiries.
We also provide support for customers who need assistance with wheelchairs, strollers,
etc. At Narita International Airport, we also offer information services within the airport
on the behalf of airport management companies.
Flight operation assistance
pg. 20
Fig 1.16
We support departure and arrival time keeping, arrangement of aircraft parking spot, and
release flight route, weather, and other information require by flight crews.
Launge and customer service
Fig 1.17
We operate domestic and international lounges at Kansai International Airport and

international lounges at Narita International Airport where allow passengers to relax prior
to flights. We also provide departure and arrival information for VIP passengers.
Flight and control assistance
pg. 21
Fig 1.18
We support flight controls at Kansai International Airport and Narita International Airport
by coordinating a wide range of operations with related sections, such as seat arrangement
and booking in-flight meals for departing flights of airlines we are contracted, and
management for arriving flights.
Dining and Entertaintments
Fig 1.19
pg. 22
• restaurants.,cafés and fastfood outlets
• bars and launges
• dutyfree shopping for international passengers
• bookstores and newsstands
• wifi and charging stations
Business and conference facilities
Fig 1.20
The airport has two meeting rooms, suitable for business meetings to be held far from the
noisy environment of the terminal. Both rooms can host up to 12 people and overlook the
apron. It is also possible to book bar and catering service for a coffe-break
Special assistance service
pg. 23
Fig 1.21
Travel by plane is the fastest and the safest way of travelling that is used by more and
more people every day. Carriers have many cheap flights to different corners of the world
in their offer, and an airline ticket can be purchased online. However, we have to go
through check-in and security procedures at the airport. Unfortunately, passengers with
disabilities may have problems with moving around the airport and going through the
necessary security procedures. In this case, it's worth using the special assistance
Customs and immigration service
Fig 1.22
All passengers are required to pass through customs and immigration controls.
Immigration and border controls at Dublin Airport are fully maintained by the Border
Management Unit (BMU), which is under the directorship of the Irish Naturalisation and
Immigration Service (INIS) of the Department of Justice and Equality
pg. 24
Emergency medical service
Fig 1.23
The airport operator is responsible to provide 24x7 appropriate Emergency Medical
Services/first aid to the airport users-passengers and should support the medical team as
and when required and coordinate with various agencies involved.
Limited Resources
The medical facility at the airport is a stand-alone facility with limited staff. Invariably the
present day airports are huge and very busy. There are instances of medical teams
receiving multiple calls simultaneously. Under such circumstances, the available staff has
to be used judiciously.
Medico legal formalities

All injuries and deaths at the airport should be treated as medico-legal and promptly
reported to the Local Police. The Medicolegal formalities should be done to avoid any
legal complication later on.
Ambulance shifting and shifting
Internal Shifting. Inside the airport, only those ambulances can operate which have a valid
permit (AVP-Airport Vehicle Permit) driven by the driver who has ADP (Airport Driving
Permit). When a patient arrives from any hospital in its ambulance to board an aircraft,
the patient is shifted to airport ambulance to reach up to the aircraft. Similarly, when a
patient arrives in an aircraft for treatment at any hospital in the city, he is put in the airport
ambulance to be taken out of airport where he can be shifted in concerned hospital's
pg. 25
ambulance. Only airport ambulances can do internal shifting unless the patient is so
serious that double shifting should be avoided and outside ambulance.
1.3 BACKGROUND OF THE STUDY
Large numbers of people pass through airports every day. This presents potential targets
for terrorism and other forms of crime because of the number of people located in one
place.[2] Similarly, the high concentration of people on large airliners increases the
potentially high death rate with attacks on aircraft, and the ability to use a hijacked
airplane as a lethal weapon may provide an alluring target for terrorism (such as during
the September 11 attacks)
Airport security attempts to prevent any threats or potentially dangerous situations from
arising or entering the country. If airport security does succeed then the chances of any
dangerous situation, illegal items or threats entering into an aircraft, country or airport
are greatly reduced. As such, airport security serves several purposes: To protect the
airport and country from any threatening events, to reassure the traveling public that
they are safe and to protect the country and their people.
Monte R. Belger of the U.S. Federal Aviation Administration notes "The goal of
aviation security is to prevent harm to aircraft, passengers, and crew, as well as support
national security and counter-terrorism policy."
AIRPORT ENFORCEMENT AUTHORITY
While some countries may have an agency that protects all of their airports (such as
Australia, in which the Australian Federal Police polices the airport),[4] in other countries
the protection is controlled at the state or local level. The primary personnel will vary and
can include:
• A police force hired and dedicated to the airport e.g. the Irish Airport Police
Service
• A branch (substation) of the local police department stationed at the airport
pg. 26
• Members of the local police department assigned to the airport as their

normal patrol area
• Members of a country's airport protection service. E.g., US TSA
• Police dog services for explosive detection, drug detection and other
purposes Other resources may include:
• Security guards
• Paramilitary forces
• Military forces
Process and equipment

How advanced imaging technology works at the TSA
Some incidents have been the result of travelers carrying either weapons or items that
could be used as weapons on board aircraft so that they can hijack the plane. In passenger
security screening, travelers are screened by metal detectors and/or millimeter wave
scanners. Explosive detection machines used include X-ray machines and explosives
trace-detection portal machines (a.k.a. "puffer machines"). In some cases, detection of
explosives can be automated using machine learning techniques. In the United States, the
TSA is working on new scanning machines that are still effective searching for objects
that are not allowed in the airplanes but that do not depict the passengers in a state of
undress that some find embarrassing. Explosive detection machines can also be used for
both carry-on and checked baggage. These detect volatile compounds given off from
explosives using gas chromatography.
Computed tomography and walk-through body scanning (Thz radiation) may also be
done. Artificial intelligence systems are also being used, for example for translation
service on information stations around the airport and for reducing the time airplanes
spend at the gate between flights (by monitoring and analyzing everything that happens
after the aircraft lands). In the future, it may also be used in conjunction with CT machines
and Thz radiation detectors. It may also be used for use with biometric deployment across
touchpoints and of new solutions, such as risk-based screening and intelligent video
analytics.
pg. 27
A recent development is the controversial use of backscatter X-rays to detect hidden

weapons and explosives on passengers. These devices, which use Compton scattering,
require that the passenger stand close to a flat panel and produce a high resolution image.
A technology released in Israel in early 2008 allows passengers to pass through metal
detectors without removing their shoes, a process required as walk-through gate detectors
are not reliable in detecting metal in shoes or on the lower body extremities. Alternately,
the passengers step fully shoed onto a device which scans in under 1.2 seconds for objects
as small as a razor blade. In some countries, specially trained individuals may engage
passengers in a conversation to detect threats rather than solely relying on equipment to
find threats.
A single backscatter scan exposes the target to between 0.05 and 0.1 microsievert of
radiation. In comparison, the exposure from a standard chest x-ray is almost 100 times
higher.
While airport security measures are crucial for ensuring passenger safety, they
inadvertently introduce hygiene challenges. A study at Helsinki-Vantaa airport during the
2015-2016 flu season pinpointed the plastic security screening trays, frequently used in
security checks, as a significant vector for the spread of respiratory viruses. The study
emphasizes the need for enhanced sanitation practices in these areas.
Generally people are screened through airport security into areas where the exit gates to
the aircraft are located. These areas are often called "secure", "sterile" and airside.
Passengers are discharged from airliners into the sterile area so that they usually will not
have to be re-screened if disembarking from a domestic flight; however they are still
subject to search at any time. Airport food outlets have started using plastic glasses and
utensils as opposed to glasses made out of glass and utensils made out of metal to reduce
the usefulness of such items as weapons.
In the United States non-passengers were once allowed on the concourses to meet arriving
friends or relatives at their gates, but this is now greatly restricted due to the terrorist
attacks. Nonpassengers must obtain a gate pass to enter the secure area of the airport. The
most common reasons that a non-passenger may obtain a gate pass is to assist children
pg. 28
and the elderly as well as for attending business meetings that take place in the secure area
of the airport. In the United States, at least 24 hours notice is generally required for those
planning to attend a business meeting inside the secure area of the airport. Other countries,
such as Australia do not restrict nontravellers from accessing the airside area, however
non-travellers are typically subject to the same security scans as travellers.
Sensitive areas in airports, including airport ramps and operational spaces, are restricted
from the general public. Called a SIDA (Security Identification Display Area), these
spaces require special qualifications to enter. Systems can consist of physical access
control gates or more passive systems that monitor people moving through restricted areas
and sound an alert if a restricted area is entered.
Throughout the world, there have been a few dozen airports that have instituted a version
of a "trusted traveler program". Proponents argue that security screening can be made
more efficient by detecting those people who are threats and then searching them. They
argue that searching trusted, verified individuals should not take the amount of time it
does. Critics argue that such programs decrease security by providing an easier path to
carry contraband through.
Another critical security measure used by several regional and international airports is that
of fiber optic perimeter intrusion detection systems. These security systems allow airport
security to locate and detect any intrusion on the airport perimeter, ensuring real-time,
immediate intrusion notification that allows security personnel to assess the threat and
track movement and engage necessary security procedures. This has notably been utilised
at Dulles International Airport[20][21] and U.S. Military JFPASS.
NOTABLE INCIDENTS
On May 30, 1972, three members of the Japanese Red Army undertook a terrorist attack,
popularly called the Lod Airport massacre, at the Lod Airport, now known as the Ben
Gurion International Airport, in Tel Aviv. Firing indiscriminately with automatic firearms
and throwing grenades, they managed to kill 24 people and injure 78 others before being
neutralized (one of them through suicide). One of the three terrorists, Kozo Okamoto,
survived the incident.
pg. 29
The world's first terrorist attack while in flight was Cubana Flight 455 on October 6, 1976,
when the airliner flying from Barbados to Jamaica was brought down by two time bombs,
killing 73 people. Evidence implicated several Central Intelligence Agency-linked anti-
Castro Cuban exiles and members of the Venezuelan secret police DISIP, including Luis
Posada Carriles.
The single deadliest airline catastrophe resulting from the failure of airport security to
detect an onboard bomb was Air India Flight 182 in 1985, which killed 329 people.
Another onboard bomb that slipped through airport security was the one on Pan Am Flight
103 in 1988, which killed 270 people; 259 on the plane, and 11 residents of Lockerbie,
Scotland.
Another notable failure was the 1994 bombing of Philippine Airlines Flight 434, which
turned out to be a test run for a planned terrorist attack called Operation Bojinka. The
explosion was small, killing one person, and the plane made an emergency landing.
Operation Bojinka was discovered and foiled by Manila police in 1995.
The Rome and Vienna airport attacks in December 1985 were two more instances of
airport security failures. The attacks left 20 people dead when gunmen threw grenades and
opened fire on travelers at El Al airline ticket counters.
The September 11 attacks are the most widely recognized terrorist attacks in recent times
involving air travel. On the morning of September 11, 2001, 19 members of the Islamic
terrorist group Al-Qaeda took control of four airplanes on the east coast of the United
States and deliberately crashed two into both World Trade Center towers in New York City
and the third into the Pentagon in Arlington County, Virginia. A fourth plane crashed into
a field near Shanksville, Pennsylvania, not reaching Washington, D.C., for its intended
target, either the U.S. Capitol or the White House. The attacks resulted in the deaths of
2,996 people, including the 245 civilians, a law enforcement officer, and the 19 hijackers
on board the four airplanes.
On July 5, 2002, a gunman opened fire at Los Angeles International Airport (Israel's El Al
Ticket Counter). The shooter killed two people and injured four.
On August 10, 2006, security at airports in the United Kingdom, Canada, and the United
States was raised significantly due to the uncovering by British authorities of a terror plot
pg. 30
aimed at detonating liquid explosives on flights originating from these countries. This is
also notable as it was the first time the U.S. Terror Alert Level ever reached "red". The
incident also led to tighter restrictions on carrying liquids and gels in hand luggage in the
EU, Canada, and the United
States.
On May 7, 2020, Southwest Airlines Flight 1392 struck and killed a pedestrian while
landing on runway 17R at Austin–Bergstrom International Airport. No injuries were
reported to the 53 passengers and 5 crew aboard the aircraft. The victim, who was not a
badged airport employee, was subsequently confirmed to have breached airport security
in reaching the runway. The
accident is under investigation.
Airport security forces by country/region

CANADA
All restrictions involving airport security are determined by Transport Canada and some
are implemented by the Canadian Air Transport Security Authority (CATSA) in
conjunction with the Airport Operator. Since the September 11 attacks, as well as the Air
India bombing in 1985 and other incidents, airport security has tightened in Canada in
order to prevent any attacks in Canadian Airspace.
CATSA uses x-ray machines to verify the contents of all carry-ons as well as metal
detectors, explosive trace detection (ETD) equipment and random physical searches of
passengers at the pre-board screening points. X-ray machines, CTX machines, high-
resolution x-rays and ETDs are also used to scan checked bags. All checked baggage is
always x-rayed at all major commercial airports.
CATSA launched its Restricted Area Identity Card (RAIC) program in January 2007.
RAIC is the world's first dual biometric access control system for airports. This program
replaces the old Airport Restricted Area Passes issued to airport employees after security
checks by the Canadian Security Intelligence Service, the Royal Canadian Mounted Police
(RCMP) and Transport Canada with new cards (issued after the same checks are
pg. 31
conducted) that contain biometric information (fingerprints and iris scans) belonging to
the person issued the RAIC.
While CATSA is responsible for pre-board passenger and random non-passenger

screening, they contract out to third-party "service providers" such as G4S, Securitas and
GardaWorld to train, manage and employ the screening officers. In addition, individual
airport authorities which were privatized in the 1990s by the Canadian Government are
responsible for general airport security rather than CATSA and normally contract out to
private companies and in the case of large airports, pay for a small contingent of local
police officers to remain on site as well.
Safety and security at Canada's airports are provided by local police forces. The RCMP
once used to provide this service at most airports, but remains so only for a few today:
• Vancouver International Airport — RCMP Richmond detachment
• Calgary International Airport — Calgary Police Service Airport Unit (1997)
• Edmonton International Airport — RCMP Edmonton International Airport

detachment
• Winnipeg James Armstrong Richardson International Airport — Winnipeg

Police Service (1997)
• Toronto Pearson International Airport — Peel Regional Police Airport

Division (1997) with assistance from the RCMP Toronto Airport
detachment
• Ottawa Macdonald–Cartier International Airport — Ottawa Police Service
Airport Policing Section (1997)
• Montréal-Pierre Elliott Trudeau International Airport — Airport Unit of the
Montreal
Police Service with assistance from the RCMP Airport Unit
• Halifax Stanfield International Airport — Halifax Regional Police
European Union
Regulation (EC) No 300/2008 of the European Parliament and of the Council establishes
common rules in the European Union to protect civil aviation against acts of unlawful
pg. 32
interference. The regulation's provisions apply to all airports or parts of airports located in
an EU country that are not used exclusively for military purposes. The provisions also
apply to all operators, including air carriers, providing services at the aforementioned
airports. It also applies to all entities located inside or outside airport premises providing
services to airports. The standards of regulation 300/2008 are implemented by
Commission Regulation (EU) 2015/1998.
The regulation no 2320/2002 from 2002 introduced the requirement to have security
checks for all passenger flights, also domestic. Some EU countries had no checks for
domestic flights until around 2005 (introducing full security checks took some time since
terminals might need expansion).
Finland
Passenger, luggage and freight security checking and security guard duties are outsourced
to contractors. General public security is the responsibility of the Finnish Police, which
has an airport unit at Helsinki Airport. The airport unit has a criminal investigation, a
canine and a TEPO (terrorist and bomb) squad, and a PTR (police, customs and border
guard) intelligence component. Furthermore, units of the Finnish Border Guard units at
airports often arrest wanted individuals or fugitives at the border, and the Finnish Customs
seizes e.g. weapons, false documents or explosives in addition to wanted individuals.
France
French security has been stepped up since terrorist attacks in France in 1986. In response
France established the Vigipirate program. The program uses troops to reinforce local
security and increases requirements in screenings and ID checks. Since 1996 security
check-points have transferred from the Police Nationale/Gendarmerie de l'Air to private
companies hired by the airport authorities.
Iceland
As a member of the European Economic Area, Iceland has adopted EC regulation No

300/2008 into national law and thus complies with EU standards on airport security for
all international flights. Domestic flights within Icelandic territory are however exempted
from the security rules. The exemption was granted by the EEA Joint Committee citing
pg. 33
the geographical remoteness of the country as well as its low population density and small
size of aircraft used in domestic operations.
Netherlands
Airport security in the Netherlands is provided by the Koninklijke Marechaussee, Royal

Military Constabulary. In addition to the Royal Military Constabulary, security services in
and around airports in the Netherlands are provided by multiple Private security
companies. Since early 2020, security staff at Schiphol Airport make use of CT-scans on
all passenger filters, allowing passengers to keep their liquids and electronics inside of
their bags as opposed to having to take them out.
Spain
Airport security in Spain is provided by police forces, as well as private security guards.
The Policía Nacional provides general security as well as passport (in international
airports) and documentation checking. In Catalonia and Basque Country, the Mossos
d'Esquadra and the Ertzaintza, respectively, have replaced the Policía Nacional except for
documentation functions. The Guardia Civil handles the security and customs checking,
often aided by private security guards. Local police provide security and traffic control
outside the airport building.
Security measures are controlled by the state-owned company Aena, and are bound to
European Commission Regulations, as in other European Union countries.
Sweden
Airport security is handled by security guards provided by the airport itself, with police
assistance if needed. Airport fire fighters are also security guards. The Swedish Transport
Agency decides the rules for the check, based on international regulations. Airports are
generally defined by law as "protected objects", which give guards extra authority, like
demanding identity documents and search people's belongings. Sweden has traditionally
seen itself as a low-crime country with little need for security checks. Sweden introduced
security checks for international departures when international regulations demanded that
around the 1970s/1980s. In September 2001, there was a decision to introduce security
pg. 34
checks also for domestic flights. This took a few years to implement as domestic airports
and terminals were not prepared with room for this.
United Kingdom
The Department for Transport (DfT) is the governing authority for airport security in the
United Kingdom, with the Civil Aviation Authority (CAA) also responsible for certain
security regulatory functions. In September 2004, with the Home Office, DfT started an
initiative called the "Multi
Agency Threat and Risk Assessment" (MATRA), which was piloted at five of the United
Kingdom's major airports — Heathrow, Birmingham, East Midlands
Airport, Newcastle and Glasgow. Following successful trials, the scheme has now been
rolled out across all 44 airports.
Since the September 11 attacks in New York and Washington, the United Kingdom has
been assessed as a high risk country due to its support of the United States both in its
invasion of Afghanistan and Iraq.
From January 7, 2008, travelers are no longer limited to a single piece of carry-on luggage
at most of the UK's major airports.[34] Currently, hand luggage is not limited by size or
weight by the DfT/CAA, although most airlines do impose their own rules.
The UK trialed a controversial new method of screening passengers to further improve

airport security using backscatter X-ray machines that provide a 360-degree view of a
person, as well as "see" under clothes, right down to the skin and bones. They are no longer
used and were replaced by millimeter wave scanners which shows any hidden items while
not showing the body of the passenger.
Hong Kong
Airport Security Unit on patrol in the Hong Kong International Airport
The Hong Kong International Airport is secured by the Hong Kong Police Force and
Aviation Security Company (AVSECO). Within the police force, the Airport District is
responsible for the safety and security of the airport region. Airport Security Units are
deployed around the airport and are armed with H&K MP5 A3 sub-machine guns and
pg. 35
Glock 17 pistols. The security of the restricted area is the responsibility of the police and
AVSECO.
While the airport is under the control of the Airport Authority Hong Kong (AAHK), the
security power has been delegated to the AVSECO staffs. All persons and baggages carried
by them must be X-Rayed and checked at the security screening points of the AVSECO
(with a few exceptions at the Tenant Restricted Area).
The Immigration Department will check incomers passport and other identities, while the
Customs and Excise Department will check passengers and crews' luggage to discourage
smuggling of drugs and contraband from entering Hong Kong. India
India stepped up its airport security after the 1999 Kandahar hijacking. The Central
Industrial
Security Force, a paramilitary organisation, is in charge of airport security under the
regulatory framework of the Bureau of Civil Aviation Security (Ministry of Civil
Aviation). CISF formed an Airport Security Group to protect Indian airports. Every airport
has now been given an APSU (Airport Security Unit), a trained unit to counter unlawful
interference with civil aviation. Apart from the CISF, every domestic airline has a security
group who looks after the aircraft security.
Terrorist threats and narcotics are the main threats in Indian airports. Another problem that
some airports face is the proliferation of slums around the airport boundaries in places like
Mumbai. Before boarding, additional searching of hand luggage is likely. Moreover, other
than this, the CISF has many other duties in context of aviation security. The cargo security
and screening is done by the Regulated Agents or airlines' and airports' own security staff
who are tested and certified by the Bureau of Civil Aviation Security (BCAS), an aviation
security regulator.
Israel
El Al Airlines is headquartered in Israel. The last hijacking occurred on July 23, 1968, and
no plane departing Ben Gurion Airport, just outside Tel Aviv, has ever been hijacked.
It was in 1972 that terrorists from the Japanese Red Army launched an attack that led to
the deaths of at least 24 people at Lod Airport. Since then, security at the airport relies on
pg. 36
a number of fundamentals, including a heavy focus on what Raphael Ron, former director
of security at Ben Gurion Airport, terms the "human factor", which may be generalized as
"the inescapable fact that terrorist attacks are carried out by people who can be found and
stopped by an effective security methodology."
On December 27, 1985, terrorists simultaneously attacked El Al ticket counters at the

Rome, Italy and Vienna, Austria airports using machine guns and hand grenades. Nineteen
civilians were killed and many wounded. In response, Israel developed further methods to
stop such massacres and drastically improved security measures around Israeli airports
and even promised to provide plainclothes armed guards at each foreign airport. The last
successful airline-related terrorist attack was in 1986, when a security agent found a
suitcase full of explosives during the initial screening process. While the bag did not make
it on board, it did injure 13 after detonating in the terminal.
As part of its focus on this so-called "human factor," Israeli security officers interrogate
travelers using racial profiling, singling out those who appear to be Arab based on name
or physical appearance. Additionally, all passengers, even those who do not appear to be
of Arab descent, are questioned as to why they are traveling to Israel, followed by several
general questions about the trip in order to search for inconsistencies. Although numerous
civil rights groups have demanded an end to the profiling, Israel maintains that it is both
effective and unavoidable. According to Ariel Merari, an Israeli terrorism expert[, "it
would be foolish not to use profiling when everyone knows that most terrorists come from
certain ethnic groups. They are likely to be Muslim and young, and the potential threat
justifies inconveniencing a certain ethnic group.
Passengers leaving Israel are checked against a computerized list. The computers,
maintained by the Israeli Ministry of Interior, are connected to the Israeli police, FBI,
Canadian Security Intelligence Service (CSIS), Scotland Yard, Shin Bet, and Interpol in
order to catch suspects or others leaving the country illegally.
Despite such tight security, an incident occurred on November 17, 2002, in which a man
apparently slipped through airport security at Ben Gurion Airport with a pocketknife and
attempted to storm the cockpit of El Al Flight 581 en route from Tel Aviv to Istanbul,
pg. 37
Turkey. While no injuries were reported and the attacker was subdued by guards hidden
among the passengers 15 minutes before the plane landed safely in Turkey, authorities did
shut down Ben Gurion for some time after the attack to reassess the security situation and
an investigation was opened to determine how the man, an Israeli Arab, managed to
smuggle the knife past the airport security.
At a conference in May 2008, the United States Department of Homeland

Security Secretary Michael Chertoff told Reuters interviewers that the United States will
seek to adopt some of the Israeli security measures at domestic airports. He left his post
in January 2009, a mere 6 months after this statement, which may or may not have been
enough time to implement them.[43]
On a more limited focus, American airports have been turning to the Israeli government
and Israelirun firms to help upgrade security in the post-9/11 world. Israeli officials toured
Los Angeles Airport in November 2008 to re-evaluate the airport after making security
upgrade recommendations in 2006.[44] Calling Ben Gurion "the world's safest airport,"
Antonio Villaraigosa, mayor of Los Angeles, has implemented the Israeli review in order
to bring state-ofthe-art technology and other tactical measures to help secure LAX,
considered to be the state's primary terrorist target and singled out by the Al Qaeda
network. New Age Security Solutions, led by the former director of security at Ben Gurion
and based in Washington, D.C., consults on aviation security at Boston's Logan
International Airport.
Other U.S. airports to incorporate Israeli tactics and systems include Port of Oakland and
the San Diego County Regional Airport Authority. "The Israelis are legendary for their
security, and this is an opportunity to see firsthand what they do, how they do it and, as
importantly, the theory behind it," said Steven Grossman, director of aviation at the Port
of Oakland. He was so impressed with a briefing presented by the Israelis that he
suggested a trip to Israel to the U.S. branch of Airports Council International in order to
gain a deeper understanding of the methods employed by Israeli airport security and law
enforcement.
pg. 38
Pakistan
In Pakistan Airports Security Force (ASF) is responsible for protecting the airports and
the facilities and the planes. ASF safeguards the civil aviation industry against unlawful
interference, adopting counter terrorism measures, preventing crime and maintaining law
and order within the limits of airports in Pakistan.
Singapore An Aetos auxiliary police officer outside the Departure Hall of

Terminal 2, Singapore Changi Airport
Security for the country's two international passenger airports comes under the purview
of the Airport Police Division of the Singapore Police Force, although resources are
concentrated at Singapore Changi Airport where scheduled passenger traffic dominates.
Seletar Airport, which specializes in handling non-scheduled and training flights, is seen
as posing less of a security issue. Since the September 11 attacks, and the naming of
Changi Airport as a terrorism target by the Jemaah Islamiyah, the airport's security has
been stepped up.
Roving patrol teams of two soldiers and a police officer armed with automatic weapons
patrol the terminals at random. Departing passengers are checked at the entrance of the
gate rather than after immigration clearance unlike Hong Kong International Airport. This
security measure is easily noticed by the presence of X-ray machines and metal detectors
at every gate, which is not normally seen at other airports.
Assisting the state organizations, are the security services provided by the ground
handlers, namely that of the Certis CISCO, Singapore Airport Terminal Services's SATS
Security Services, and the Aetos Security Management Private Limited, formed from a
merger of the Changi
International Airport Services's airport security unit and that of other companies to become
a single island-wide auxiliary police company. These officers' duties include screening
luggage and controlling movement into restricted areas.
Since 2005, an upgrade in screening technology and rising security concerns led to all
luggagescreening processes being conducted behind closed doors. Plans are also in place
to install over 400 cameras to monitor the airport, to discourage bomb attacks similar to
pg. 39
the 2005 Songkhla bombings in Southern Thailand where Hat Yai International Airport
was targeted. Tenders to incorporate such a system were called in late September 2005.
Since 8 May 2007, the liquid restrictions of 100 ml cap is enforced, following the 2006
transatlantic aircraft plot. Passengers are advised to check in liquids, gels and aerosols
above 100 ml, failing which they will be confiscated by airport security and have to post
it back to oneself. Anything that is in the security areas is allowed. In general practice,
unacceptable materials are also confiscated and have to post it back to yourself (excluding
nail clippers, nail files, umbrellas and racquet.
1.4 HISTORY OF THE AIRPORT
Kempegowda International Airport (IATA: BLR, ICAO: VOBL) is an international

airport serving Bangalore, the capital of Karnataka, India. Spread over 4,000 acres (1,600
ha), it is located about 30 kilometres (19 mi) north of the city near the suburb of
Devanahalli. It is owned and operated by Bengaluru International Airport Limited (BIAL),
a public–private consortium. The airport opened in May 2008 as an alternative to
increased congestion at HAL Airport, the original primary commercial airport serving the
city. It is named after Kempe Gowda I, the founder of Bangalore. Kempegowda
International Airport became Karnataka's first fully solar powered airport, developed by
CleanMax Solar.
The airport is the third-busiest airport by passenger traffic, air traffic movements and
domestic and total cargo handled in India, behind the airports in Delhi and Mumbai, and
is the 29th busiest airport in Asia. In the FY 2021–22, the airport handled around 16.2
million passengers and 411,550 tonnes (453,660 short tons) of cargo. The airport offers
connecting flights to all six inhabited continents, and direct flights to five of them.
The airport has two passenger terminals that handles both domestic and international
operations, and two runways, the second of which was commissioned on 6 December
2019. The second terminal was inaugurated by Prime Minister Narendra Modi in
December 2022 and began domestic operations in January 2023. It will handle
pg. 40
international operations from September 2023. There is also a cargo village and three
cargo terminals. The airport serves as a hub for AIX Connect, Alliance Air, Go First,
IndiGo, Star Air and DHL Aviation and is a focus city for Air India and SpiceJet.
HISTORY
Planing 1991-2004
The original airport serving Bangalore was HAL Airport, located 5 kilometres (3.1 mi)
from the city centre. It was the primary airport serving Bangalore city until 2008.
Originally established in 1942 for military and defence purposes, HAL began domestic
operations for the first time in the late 1970s. The unexpected popularity of the newly
offered domestic flights encouraged rapid expansion of the airport. In the late 1990s, the
first international flights started. Air India was the first airline to offer international flights,
flying to Singapore. In 2000, the first foreign airline started operations from HAL Airport,
with Royal Nepal Airlines to Kathmandu, followed by Lufthansa's A340 a year later from
Germany. Several other major international carriers such as British Airways and Air
France were already serving the old airport by 2005.
However, as Bangalore grew into the Silicon Valley of India and passenger traffic to the
city rose, HAL Airport with a single runway and limited aircraft parking space was unable
to cope with this increased traffic. In 2007 it saw a footfall of 8 million passengers, more
than double its original capacity of 3.6 million. There was no room for expansion and the
airport apron could only park six aircraft. In March 1991, former chairman of the National
Airports Authority of India (NAAI) S. Ramanathan convened a panel to select the site for
a new airport. The panel decided on Devanahalli, a village about 30 kilometres (19 mi)
north of Bangalore. The State Government made a proposal to build the airport with
private assistance, which the Union Government approved in 1994. Finally in 1995,
Airports Authority of India (AAI) and Government of Karnataka decided to call for
international consortia to own, build and operate the new Greenfield airport of the city.
In December 1995, a consortium of Tata Group, Raytheon and Singapore Changi Airport
signed a memorandum of understanding with the State Government regarding
participation in the project. In June 1998, however, the consortium announced it was
pg. 41
pulling out of the project due to delays in government approval. These included disputes
over the location of the airport and the fate of HAL Airport.
In May 1999, the Airports Authority of India (AAI) and the Karnataka State Industrial and
Infrastructure Development Corporation (KSIIDC) of the State Government signed a
memorandum of understanding regarding the nature of the project. It would be a public–
private partnership, with AAI and KSIIDC having a 26% share and private companies
having the remaining 74%. In January 2001, the State Government created the company
Bengaluru International Airport Limited (BIAL) as a special purpose entity and began
searching for partners.[24] By November, the project had attracted Unique Zürich Airport,
Siemens Project Ventures and Larsen & Toubro. Construction was expected to begin in
October 2002 however, governmental delays persisted. The concession agreement
between the State Government, the Union Government and BIAL was signed in July 2004.
In it, BIAL required the closure of HAL Airport.
It took nearly a decade from the initial stage of land allocation and acquisition, to signing
of shareholder agreements in 2002 and until start of construction.
During the formation of legal framework, BIAL's main observation was the
unprecedented growth that aviation industry faced.
Designing
BIAL, when the project was first designated, had anticipated traffic of approximately 5
million in the first year of operations in 2008. However, HAL Airport had handled over 8
million passengers by the time the construction of the new greenfield airport started. It
took more than nine months to redesign the process along with gaining the necessary
approvals, and when the approval for increased project was sanctioned, the construction
was half done. The project was well on track despite the challenge and was expected to be
ready by its initial given open date.
The revised increased capacity project was constructed to cater to eleven million
passengers per annum, up from the previous plan of 5 million passengers per annum. BIAL
increased project had plans to build a terminal with eight passengers boarding bridges,
one double arm aerobridge, nine remote bus gates and a runway measuring 4,000 metres
pg. 42
with efficient taxiways. BIAL also planned to build an apron with 42 Code-C aircraft
stands (with eight contact stands) as well as an air- and land-side road system. The
estimated cost for the entire project was Rs 1,930 crore (approximately US$430 million).
Construction and opening (2005–2008)
Construction finally commenced on 2 July 2005. When a study predicted the airport
would receive 6.7 million passengers in 2008, the airport was redesigned from its initial
capacity of 4.5 million passengers to 11 million, with the terminal size expanded and the
number of aircraft stands increased. The cost of the airport rose to ₹19.3 billion (US$240
million). Construction was completed in 32 months, and BIAL set the launch date for 30
March 2008. However, due to delays in establishing air traffic control services at the
airport, the launch date was pushed to 11 May and finally 24 May 2008.
As the opening date for the airport approached, public criticism arose, mainly directed
toward the closure of HAL Airport. In March 2008, AAI employees conducted a massive
strike against the closure of HAL Airport along with Begumpet Airport in Hyderabad,
fearing they would lose their jobs. The Bangalore City Connect Foundation, a group of
citizens and businessmen, staged a rally in mid-May, claiming the new airport was too
small for the latest demand projections.[38][39] On 23 May, a hearing was held at the
Karnataka High Court over poor connectivity between the city and the airport. Ultimately,
the State Government decided to go ahead with inaugurating the new airport and closing
HAL Airport.
The first flight to the airport, Air India Flight 609 from Mumbai, was allowed to land the
previous night as it would be continuing to Singapore shortly after midnight. The aircraft
touched down at 10:40 pm on 23 May. The airport became the third greenfield airport
under a public–private partnership to open in India, after Rajiv Gandhi International
Airport in Hyderabad and Cochin International Airport.
Renaming and expansion (2009–present)
The original name of the airport was "Bangalore International Airport". In February 2009,
the State Government sent a proposal to the Union Government to rename the airport after
the founder of Bangalore, Kempe Gowda I. When no action was taken, the State
pg. 43
Government passed a resolution for the name change in December 2011. The Union
Government accepted the proposal in 2012 and formally approved it in July 2013. The
airport was officially renamed "Kempegowda International Airport" on 14 December
2013 amid the inauguration of the expanded terminal building.
Kingfisher Airlines once operated a hub and was one of the largest airlines at the airport.
Following its collapse in October 2012, other airlines stepped in to fill the gap in domestic
connectivity by adding more flights. In addition, Air Pegasus and AirAsia India (renamed
as AIX Connect in 2023) launched hub operations at the airport in 2014.
The first phase of expansion was launched in June 2011 and finished in December
2013. The ₹15 billion (US$190 million) project doubled the size of the passenger terminal
to 150,556 square metres (1,620,570 sq ft), involving the construction of additional
facilities for check-in, immigration, security and baggage reclaim. One domestic gate and
three international gates were added as well. A large, sweeping roof connects the original
building with the expanded areas. The expanded terminal, dubbed "Terminal 1A", has
raised the annual passenger capacity of the airport to 25 million.
In September 2022, Qantas began flying to Sydney with Airbus A330s. This is the first
nonstop service between Bangalore and Australia. The following month, Emirates
introduced the Airbus A380, the world's largest passenger plane, on one of its flights to
Dubai, marking Bangalore's first A380 service. Air India started a scheduled flight to San
Francisco aboard Boeing 777 aircraft in December.
OWNERSHIP
The airport is owned and operated by Bengaluru International Airport Limited (BIAL), a
public limited company. The Government of India has granted BIAL the right to operate
the airport for 30 years, with the option to continue for another 30 years. The company is
a public–private consortium venture. GVK initially owned of the shares in Bangalore
Airport. In 2016, GVK decided to divest its 33% share of in BIAL to Fairfax Financial for
₹2149 cr. In March 2017, GVK confirmed having done so.
Finally, in January 2018, GVK decided to sell the remaining 10% shares to Fairfax
Financial for ₹1,290 crore and exit Bangalore Airport completely.
pg. 44
26% is held by government entities Karnataka State Industrial Investment and

Development Corporation (13%) and Airports Authority of India (13%), and 74% is held
by private companies Fairfax Financial (54%) and Siemens Project Ventures (20%).
In March 2021 the Airports Authority of India announced their plans to sell their 13%
stake in order to raise funds. Between FY 2022–2025, the Government aims to raise as
much as ₹20,782 crore through aviation. The process will start with the selling of stakes
of Bangalore Airport followed by Hyderabad, Mumbai and Delhi.
Facilities
Runways
Kempegowda International Airport has two runways in use.
Active Runways at Kempegowda International Airport
Runway Approach
Length Width
Designation lights/ILS
metres
4,000
09L/27R 45 metres (148 ft) CAT I / CAT I [66]
(13,000 ft)
metres
4,000
09R/27L 60 metres (200 ft) CAT III / CAT III [67]
(13,000 ft)
pg. 45
Four years after it was laid, the first runway (now designated 09L/27R) was entirely
resurfaced because of a serious decline in quality. From 11 March to 3 April 2012, it
was closed daily between 10:30 am and 5:30 pm. As a result, BIAL accused
construction company Larsen & Toubro of building the runway poorly. South of
runway 09L/27R are a full-length parallel taxiway and the apron, which extends from
the Blue Dart/DHL terminal to the passenger terminal.
The construction of the second runway at the airport is now complete, and was officially
in use from 6 December 2019, when an IndiGo airlines flight (6E 466) to Hyderabad
took off from runway 09R. The runway will cater to all types of aircraft including Code-
F aircraft like Airbus A380 and Boeing 747-8 and is equipped with CAT IIIB ILS. The
runway also features an associated parallel taxiway and two cross-field taxiways on the
east linking the new runway to the existing north runway and the aprons at Terminal 1
and Terminal 2. The first runway (09L/27R) was also upgraded as part of the expansion
work.
The old runway (Runway 09L/27R) was closed from 22 June 2020 for nine months for
rehabilitation and strengthening.[73] The runway was opened for service again on 31 March
2021 and put into service with the south runway, making KIA the first airport in South
India to have parallel runway operations.
Terminals
Terminal 1
Fig 1.23
Erstwhile International departures section at Kempegowda International Airport
pg. 46
A single integrated passenger terminal accommodates domestic operations. It covers

150,556 m2 (1,620,570 sq ft) and can handle 20 million passengers annually. Check-in
and baggage reclaim areas are situated on the lower floor, while departure gates are located
on the first floor. Gates 1, 2, 12–18, 28–30 on the first floor are used for domestic
departures, gates 31–42 on the first floor were used for international departures, gates 3–
9 and gates 19–25 form the Western and Eastern bus gates respectively. Gate 41–42 is
equipped to serve the world's largest passenger aircraft, the Airbus A380. Lounges are
provided by Travel Food Services, which also operates a transit hotel in the terminal. For
VIPs there is a separate 930-square-metre (10,000 sq ft) lounge.
There are two lounges in Terminal 1, the 080 Domestic and the 080 International lounges.
Named "080" after the trunk dial code of the city of Bangalore, the lounges aim to pay an
ode to the Garden City of Bangalore with local artistry, culture-inspired interiors and
botanical elements, each zone in the lounge is carefully crafted to bring alive the stories
of the city it’s inspired by. Both the lounges are operated by Travel Food Services.
Starting from 12th September, Terminal 1 will handle only domestic flights operated by
Indigo, Akasa Air, Alliance Air and SpiceJet, following the transfer of all international
operations to Terminal 2.[80] It is undergoing renovations as part of its conversion to a
domestic terminal since January 2023.[13]
Terminal 2
The airport's second terminal, designed as a tribute to the "Garden City" of Bangalore by
Skidmore, Owings & Merrill and constructed by Larsen & Toubro was inaugurated on 11
November 2022, by Prime Minister Narendra Modi. The first phase of terminal 2, built at
a cost of around ₹ 5,000 crore, with a size of 255,000 sq.m., will help augment the capacity
of the airport by an additional 25 million passengers per annum.[81] The second phase of
terminal 2 is planned and is expected to provide an additional capacity of 20 million
passengers per annum, thereby increasing the overall capacity of the terminal to over 45
million passengers per annum. Construction of the first phase of terminal 2 commenced
in 2018, but the project faced delays owing to the COVID-19 pandemic.
pg. 47
The arrivals area of terminal 2 is situated on the ground floor, while departures are planned
on the first floor. The first phase of terminal 2 features 95 check-in counters, 17 security
check lanes, 9 baggage claim belts, 34 conventional and 6 electronic immigration gates.
With provisions for tarmac gates and jet bridge gates, including Code-F gates to handle
larger aircraft like the Airbus A380 and the Boeing 747-8, the first phase of terminal 2
started with domestic operations on 15
January 2023, with Star Air being the first airline to operate out of the new terminal. On
September 12, 2023, Terminal 2 started handling all international operations, with Saudia
operating the first international arrival to Terminal 2. In additional to handling all
international operations, Terminal 2 also handles domestic flights operated by Air India,
AIX Connect, Vistara and Star Air.
Technology and sustainability were some of the key design goals of Terminal 2, with the
terminal receiving a LEED Platinum certification from the U.S. Green Building Council.
Aviation fuel services
The airport has a fuel farm, spread over 11 acres (4.5 ha) west of the cargo village and
passenger terminal. It was built by IndianOil SkyTanking Ltd (IOSL) but is shared by
multiple oil companies.[87] In October 2008, Indian Oil commissioned a 36-kilometre (22
mi) fuel pipeline between its storage terminal in Devanagonthi and Kempegowda Airport.
Previously, jet fuel had to be transported to the airport by tank trucks, which created traffic
and pollution problems.
Cargo facilities
Kempegowda Airport has three cargo terminals. One is operated by AISATS (Air India
Singapore Airport Terminal Services) Ltd and has a capacity for 150,000 tonnes (170,000
short tons) of cargo; it includes a facility for storing pharmaceuticals.
DHL and Blue Dart Aviation jointly operate a 20,500-square-metre (221,000 sq ft)
terminal.
The third cargo terminal is operated by Menzies Aviation Bobba (Bangalore) Pvt. Ltd, a
joint venture between Menzies Aviation and Bobba Group (a sales agency for Lufthansa
pg. 48
Cargo). The 170,000 sq ft. cargo terminal began operations in May 2008.The terminal has
the capacity to handle 280,000 tonnes (310,000 short tons) tons of cargo annually.
BIAL inaugurated a separate cargo village in December 2008. The village is spread over
11 acres (4.5 ha) and includes office space, conference rooms, a cafeteria for staff and
parking space for nearly 80 trucks. It did not open for occupation until 2010 and initially
suffered low occupancy, which some cargo agents attributed to the opening delay, high
rent and limited infrastructure.
Other facilities
IndiGo Ifly Training Academy
On 4 September 2019, India's leading airline, IndiGo announced that it will extend its
learning academy, ifly to Bangalore, its 2nd such facility in India. The facility will be built
in the Airport campus.
Starting 6 September 2019, ifly facilitated training to the airline employees. With over
27,000 employees, there are over 100 instructors in the academy, who conducts workshops
on regular basis.
The Ifly learning academy of IndiGo Airlines facilitates special trainings throughout the
year to its employees including required skills for job performance, customer services,
ramp and marshalling training, safety and emergency procedures, departure control
system, communication and leadership training and e-learning to name the few.
IndiGo Maintenance Repair and Overhaul Facility
IndiGo has its second facility to service their fleet of predominantly Airbus aircraft. The
facility, which has a volume of around 218,000 ft.², has capacity for narrow-body aircraft
and houses a single bay catering for widebody aircraft. The MRO is completed and is
operational since November 2022.
Central Kitchen
Food services provider SATS proposed to setup their first central kitchen, a 14,000sqm
facility with an investment of Rs. 210 crores to cater to the demand in the region. SATS
pg. 49
already has a long-standing partnership with the airport through its aviation catering
associate Taj SATS and ground handling associate AISATS. The facility will be located at
the Kempegowda International Airport and is expected to be operational in the year 2022.
Future plans
The second phase of expansion is underway, which encompasses the construction of a

second runway and a passenger terminal in two phases. When fully completed,
Kempegowda International Airport will be able to handle 55 million passengers per year.
The estimated ₹40 billion (US$500 million) project received clearance from the Ministry
of Environment, Forest and
Climate Change (MoEFCC) in September 2014.
Ground work on the second runway began in February 2016 and the runway opened in
December
2019. Located south of Terminal 1, it is parallel to runway 09/27 and measures 4,000 by
60 metres (13,120 ft × 200 ft), wider than the original runway so it can accommodate
larger aircraft. The new runway is also CAT III certified, allowing for landings in fog and
other low visibility conditions.[103]
A second terminal has been constructed to meet the airport's expected growth. This
terminal has been designed by Skidmore, Owings & Merrill, and the construction contract
has been awarded to Larsen & Toubro. In the first phase, the terminal will cater to 25
million passengers annually, and in the second phase, it will cater another 20 million
passengers annually. Terminal 2 was inaugurated in December 2022 and began operations
in January 2023.
A third runway, north of the current runway is being planned to cater to the growth of air
traffic in the airport which will be situated 1500 meters north of the current runway.
Dubbed as the "New North Parallel Runway", the officials hope to ease air traffic
congestion with the third runway.[104][105] Along with this, a third passenger terminal has
also been proposed for the airport.
It is expected to begin construction from 2034 and be completed in the late
pg. 50
Airlines and destinations
Passenger
Ai
rli Destinations
nes
Sharjah
Air
Arabi
a
Air
Franc Paris–Charles de Gaulle
e
Francisco[59][109]
Air
India[ Chennai, Delhi, Hyderabad, Mumbai, San
Seasonal: Malé
pg. 51
Air
India
Indore (begins 29 October 2023)
Expr
ess
AirA
Kuala Lumpur–International
sia
Bagdogra, Bhubaneswar, Chennai, Delhi, Goa–

Dabolim, Guwahati, Hyderabad, Jaipur, Kochi, Kolkata, Lucknow, Mumbai, Pune,
AIX Ranchi, Srinagar, Surat, Visakhapatnam
Conn
Ai
rli Destinations
nes
ect[11
2]
pg. 52
Akas
Agartala, Ahmedabad, Bagdogra, Bhubaneswar, Delhi, Goa–
a
Mopa, Guwahati, Hyderabad, Kochi, Kolkata, Lucknow, Mumbai, Pune, Varanasi
Air
Allia
Goa–
nce
Dabolim,[116] Gulbarga, Hyderabad, Kochi, Vidyanagar, Vijayawada
Air
Batik
Air
Kuala Lumpur–International
Mala
ysia
Britis
h
London–Heathrow[122]
Airw
ays
Hong Kong
Catha
y
pg. 53
Ai
rli Destinations
nes
Pacifi
c
Emir
Dubai–International
ates
Ethio
pian
Addis Ababa
Airli
nes
Abu Dhabi
Etiha
d
Airw
ays
Gulf
Bahrain
Air
pg. 54
Agartala, Agra, Ahmedabad, Amritsar, Aurangabad, Bagdogra, Bangkok–
IndiG Suvarnabhumi, Bareilly, Belgaum, Bhopal, Bhubaneswar, Chandigarh, Che nnai,

o Coimbatore, Colombo–Bandaranaike, Dehradun, Delhi, Doha, Dubai–
International, Durgapur, Goa–Dabolim, Goa–
Mopa, Gorakhpur, Guwahati, Hubli, Hyderabad, Imphal, Indore, Jaipur, Jod
Ai
rli Destinations
nes
hpur, Kadapa, Kannur, Kanpur, Kochi, Kolhapur, Kolkata, Kozhikode, Kurnool,

Lucknow, Madurai, Malé,[141] Mangalore, Mumbai, Nagpur, Nashik (begins 29
October 2023), Patna, Port
Blair, Prayagraj, Pune, Raipur, Rajahmundry, Rajkot, Ranchi, Shirdi, Shiva mogga,
Singapore, Surat, Thiruvananthapuram, Tiruchirappalli, Tirupati, Tutico rin, Udaipur,
Vadodara, Varanasi, Vijayawada, Visakhapatnam
Seasonal: Dimapur, Jorhat, Silchar, Srinagar[132]
Japan
Airli Tokyo–Narita
nes
Jazee
ra
Kuwait City
Airw
ays
pg. 55
KLM Amsterdam[153]
Kuw
ait
Kuwait City (resumes 29 October 2023)[154]
Airw
ays
Ai
rli Destinations
nes
Lufth
Frankfurt,[155] Munich (begins 3 November 2023)[156]
ansa
Mala
ysia Kuala Lumpur–International[157]
Airli
nes
Mald
Malé (begins 30 October 2023)[158]
ivian
pg. 56
Nepa
l
Bhairahawa (begins 15 September 2023),[159] Kathmandu[160]
Airli
nes
Oma
Muscat[161]
n Air
Qant
Sydney[162]
as
Ai
rli Destinations
nes
Doha
Qatar
Airw
ays
Jeddah
Saudi
a
pg. 57
Singa
pore
Singapore[165]
Airli
nes
Spice
Jet[166 Bagdogra, Coimbatore, Darbhanga, Delhi, Goa–
] Dabolim, Gwalior, Kolkata, Mangalore (begins 29 October 2023), Mumbai, Patna
(resumes 15 September 2023), Pondicherry (resumes 2
October 2023), Pune (resumes 29 october
2023),[171] Shirdi, Thiruvananthapuram, Visakhapatnam[171]
SriLa
nkan
Colombo–Bandaranaike
Airli
nes
Ai
rli Destinations
nes
Star
Bidar, Gulbarga, Hubli, Hyderabad, Jamnagar, Pune, Tirupati
Air
pg. 58
Thai
AirA Bangkok–Don Mueang
sia
Thai
Airw
ays
Bangkok–Suvarnabhumi
Inter
natio
nal
Thai
Lion Bangkok–Don Mueang
Air
Virgi
n
London–Heathrow (begins 1 April 2024)
Atlan
tic
Ai
rli Destinations
nes
Vista
ra[182]
Chandigarh, Dehradun, Delhi, Goa–Dabolim, Guwahati, Hyderabad, Mumbai
pg. 59
Cargo
Airlines Destinations
AeroLogic Bangkok–Suvarnabhumi, Frankfurt,[183] Hong Kong, Leipzig/Halle
Amazon Air Coimbatore, Delhi, Hyderabad, Mumbai[184]
Blue Dart
Chennai, Delhi, Kolkata, Mumbai[185]
Aviation
Cathay Cargo Hong Kong[186]
Bahrain, Bangkok–Suvarnabhumi, Frankfurt,[3][187] Ho Chi Minh City, Hong

DHL Aviation
Kong, Leipzig/Halle
Ethiopian
Addis Ababa, Guangzhou, Hong Kong[188]
Airlines Cargo
Etihad Cargo Abu Dhabi[189]
Express Air
Hong Kong, Sharjah, Tunis[190]
Cargo
pg. 60
Cologne/Bonn, Dubai–International, Guangzhou, Indianapolis, Liège, Los

FedEx Express
Angeles, Memphis, Paris–Charles de Gaulle[191][192]
IndiGo CarGo Delhi, Durgapur,[193] Kolkata[194]
Lufthansa Bangkok–Suvarnabhumi, Chengdu–Shuangliu, Chennai,[195] Frankfurt, Hong

Cargo Kong, Munich, Seoul–Incheon, Sharjah, Tashkent[196]
MASKargo Kuala Lumpur–International[197]
National
Chicago–Rockford, Munich[198]
Airlines
Doha[199]
Qatar Airways
Cargo
Quikjet Cargo Chennai, Delhi, Hyderabad, Mumbai[200]
Saudia Cargo Jeddah, Riyadh[201]
Sichuan
Chengdu–Shuangliu, Chongqing[202]
Airlines
pg. 61
Singapore
Amsterdam, Sharjah, Singapore[203]
Airlines Cargo
Turkish
Colombo–Bandaranaike, Dammam, Istanbul–Atatürk[204]
Airlines Cargo
Uni-Top
Kunming, Wuhan[205]
Airlines
UPS Airlines Cologne/Bonn, Shenzhen[206]
YTO Cargo
Kunming[207]
Airlines
Statistics
Annual passenger traffic at BLR airport.
Busiest domestic routes from BLR (2021–22) [208]
Departing
Rank Airport Carriers
passengers
pg. 62
Air India, AIX Connect, Akasa

1 Delhi 1,117,057
Air, IndiGo, SpiceJet, Vistara
Mumbai, Air India, AIX Connect, Akasa

2 751,580
Maharashtra Air, IndiGo, Vistara
Kolkata, West
3 AIX Connect, Akasa Air, IndiGo, SpiceJet 677,476
Bengal
Hyderabad, Air India, AIX Connect, Akasa Air, Alliance

4 465,868
Telangana Air, IndiGo, Star Air, Vistara
5 Kochi, Kerala AIX Connect, Akasa Air, Alliance Air, IndiGo 325,070
Goa–Dabolim, AIX Connect, Alliance

6 306,874
Goa Air, IndiGo, SpiceJet, Vistara
Ahmedabad,
7 Akasa Air, IndiGo 282,428
Gujarat
pg. 63
Busiest domestic routes from BLR (2021–22) [208]
Departing
passengers
Pune,
8 AIX Connect, Akasa Air, IndiGo, Star Air 282,379
Maharashtra
Chennai, Tamil
9 Air India, AIX Connect, IndiGo 278,230
Nadu
10 Patna, Bihar IndiGo 214,270
Busiest international routes from BLR (2022–2023) [209]
Departing
passengers
Dubai, United Arab

1 Emirates, IndiGo 425,923
Emirates
pg. 64
Air India
2 Singapore 188,641
Express, IndiGo, Singapore Airlines
3 Doha, Qatar IndiGo, Qatar Airways 157,565
Busiest international routes from BLR (2022–2023) [209]
Departing
passengers
Bangkok-
4 IndiGo, Thai Airways International 121,454
Suvarnabhumi, Thailand
5 Frankfurt, Germany Lufthansa 121,384
6 Malé, Maldives Air India, IndiGo 107,826
Abu Dhabi, United

7 Etihad Airways 90,027
Arab Emirates
pg. 65
Air
Kuala Lumpur, AirAsia, Batik
8 86,466
Malaysia Malaysia, Malaysia Airlines
Paris–Charles de
9 Air France 81,777
Gaulle, France
London–Heathrow,
10 British Airways 71,954
United Kingdom
Ground transport
The trumpet interchang e between NH 4 4 and the road leading from Kempegowda Airport
Fig 1.24
BMTC Volvo buses connecting the city to the airport
Road
Kempegowda Airport is connected to the city of Bangalore by National Highway 44

(NH 44). In January 2014, a six-lane flyover was completed over NH 44 between
Hebbal and the airport, helping to reduce travel time to and from the city.[210][211] Two
alternative routes are under construction and will be completed by March 2017, one
through Thanisandra and the other through Hennur.[212] The airport car park is located
pg. 66
at ground level and can hold 2,000 vehicles.[17] The airport is served by several taxi and
rental car companies.[213] In addition, ride-sharing companies Ola Cabs and Uber have
their own pick-up zones outside the terminal.[214][215]
The Bangalore Metropolitan Transport Corporation (BMTC) provides bus

transportation to major parts of the city through the Vayu Vajra (Kannada for "Diamond
in the Air") service.[216] It is operated using a fleet of Volvo B7RLE buses. In addition,
the Karnataka State Road Transport Corporation (KSRTC) operates a nonstop bus
service called "Flybus" between Kempegowda
Airport and Mysore, as well as a route to Manipal via Mangalore.[217]
Rail
A halt at the KIA boundary commenced operations in January 2021. [218] The train halt
is connected to the airport terminal via short five-minute shuttle busses. Every day five
trains from the city towards Devanahalli stop at the KIA halt and five trains head
back.[219] Future plans include electrification of the route to introduce comfortable
MEMU trains to the airport. MEMU trains from Mysore that terminate at Yelahanka
could be extended up to Devanahalli via the KIA halt station, benefitting airport-bound
passengers from Mysore, Channapatna, Ramanagaram and Bidadi.[220]
Metro
The plan to build a metro link between Bangalore and the airport with two stations at
the airport was revived in 2020 and is now under construction.[221] In January 2019,
Karnataka Government approved the Bangalore Airport Metro line. The project which
is envisioned to link Bangalore City with the airport is under Phase 2B of Namma
Metro, and is 37 km long. The blue line also known as Line-5 (KR Puram-Hebbal-
Kempegowda International Airport) will have 17 stations as an extension of Line-5
(ORR Line) via KR Puram, Nagawara, Hebbal and Yelahanka. The project is estimated
to be completed by December 2024.[222]
There are two metro stops being built in the airport campus, one near the upcoming
Airport City, which will be partly elevated and the other one in the Multi Modal
Transport Hub opposite the upcoming Terminal 2. The cost of building these two
pg. 67
stations is estimated to be Rs 800 crore. The total cost of the project is expected to be
Rs14,788 Crores.[223]
To ensure last-mile connectivity for passengers, a service road will be provided around
the Metro Stations in the Airport premises, for integration with BMTC buses. Plans are
to build a 6m wide road.[224]
High Speed Rail Link (HSRL)
In August 2021, Karnataka Chief Minister Basavaraj Bommai declared plans of

building a High Speed Rail Link (HSRL) connecting the airport and the city. If
constructed, the airport will be connected by three different railway lines: the Metro,
Suburban rail and High-speed rail, making it a distinctive airport connected with all
three (modes of transportation).
This is not the first time this is planned. Plans to build an HSRL was earlier planned in
2001 and was revived again in 2013, but was shelved both times due to issues in land
acquisition and high costs involved.[225] More recently, the plan has been revived, as
the Chief Minister believes that this has been their dream and they are going to get it
done as no international airport in the world has got all three (modes of
transportation).[225]
Awards
In 2017, the airport was ranked first in ensuring timely takeoffs and landings to and
from the airport, as the Most Punctual Airport of India by the DGCA.[226] In 2020, the
airport was recognised as the Best Airport in the Asia-Pacific Region with 25 to 40
million passengers per year by Airports Council International.[227] In December 2022,
the airport was not only considered again as the most punctual airport of India, but it
was ranked among the most punctual airports in the world, in which it ranked 20th, by
Cirium, an aviation data analytics company.[228] In March 2023, the airport was ranked
first by the Airport Service Quality (ASQ) Survey for Arrivals, conducted by Airports
Council International for 2022, globally.[229]
pg. 68
2.1 REVIEW OF LITERATURE
• Ma, Ding, and Ma (2022): Airport security measures have an important

impact on passenger satisfaction Due to increased screening processes and
limitations on carry-on items, as well as other increased security measures,
passengers frequently experience dissatisfaction and delays
• Sakano, Obeng, and Fuller (2016): The study looks at how passenger
behavior intentions and airport atmospheres are related, with a particular
emphasis on the moderating effect of perceived safety. The study emphasizes
that security measures are a crucial component of perceived airport safety and
can have a big influence on customer satisfaction.
• (Moon, Yoon, & Han, 2017): security measures including baggage
screening, identification checks, and boarding procedures are essential for
guaranteeing passenger safety and security, but they can also have an impact
on customer satisfaction.
• Alards-Tomalin et al. (2014):The examine prior studies that looked at
how security measures, notably thos established in response to the COVID-19
epidemic, have impacted the happiness of travelers at airports. Examining
research on passengers' opinions of security measures like temperature
checks, social distancing rules, and mask-wearing restrictions is one way to
do this.
• Namukasa, J. (2013): the study emphasizing the significance of safety
precautions in the aviation sector and their possible influence on customer
satisfaction.
• De Lange, R., Samoilovich, I., & Van Der Rhee, B. (2013): The article's
primary objective is to look at how satisfied travelers are with airport security
services. The authors want to know how passengers feel about the security
services offered at airports, how satisfied they are with them, and what
variables could affect that satisfaction.
pg. 69
• Güreş, N., Yılmaz, H., Arslan, S., Durmuşçelebi, C., Yüksel, C., &
Ünsal, H. H. (2017): The article likely focuses on identifying and examining
the factors that impact customer satisfaction with the quality of services at Da
Nang International Airport in Vietnam. The article may include factual data
and research findings about customer satisfaction, service quality, and
variables affecting travelers’ opinions of airport services.
• Hai, P.T., Tam, V.V., & Thuong, M.T., (2017): The article focuses on
analyzing, from a sustainable viewpoint, how passengers' emotional reactions
and the airport's overall perception are affected by the length of time they must
wait for airport security screening services.
• Kim, M. H., Park, J. W., & Choi, Y. J (2020): The article include the
findings of a research project that looks at the variables that affect passengers'
satisfaction with airport services. It looks at a range of factors affecting the
quality of airportservices, including amenities, staff behavior, security
measures.
• Bogicevic, V., Yang, W., Bilgihan, A., & Bujisic, M. (2013): The study
collect passenger data using quantitative or qualitative research methods, and
it utilize statistical analysis to pinpoint the major factors that influence
passenger happiness.
• Lee et al. (2013), passengers and cargo are the major priority when it
comes to airport security. However, the study by Kang and Kang (2008) found
that there are other threats to the infrastructure in the whole airport layout. In
this case, airport security is required to take into account the whole issue of
infrastructure.
• Kang and Kang (2008) point out that these two elements are brought
about by the diverse nature of threats presented in airports. For instance, the
infrastructural protection calls for surveillance equipment and the necessary
personnel.
• Stewart and Mueller (2013) posit that technology will continue to play a key
role when it comes to proper security management in airports.
pg. 70
• Technological advancement in the aviation industry have created a scenario

where there passengers spend less times in the airport.
• American Federation of Government Employees (2004) On the other hand,
by enhancing screener quality and increasing staffing levels, TSA may have
reduced the inconvenience of screening. In addition, there is some evidence that
federalizing airport security may have increased travelers’ confidence in that
security. A Zogby poll, conducted in April 2004 found that 59 percent of
respondents felt safer with federal security screeners, rather than private ones
• Compart (2004) More generally, as noted above, the results of several surveys
indicate that travelers feel safer as a result of TSA’s more stringent security
procedures
3.1 RESEARCH DESIGN
The data have been collected with questionnaires passengers of kempegowda

international Airport
3.2 OBJECTIVE OF THE STUDY
• To study the method of airport security services of kempegowda international

airport
• To know if the customers are satisfied with the security services provided
kempegowda international airport
• To give suggestion to the security service of the kempegowda international
airport
• To know the procedures employed by kempagowda international airport when
dealing with the airport security difficulties
3.3 statement of the problem
With the changing landscape, airport security operators need maximum flexibility to
cope with last-minute changes in flight operations. Airport security system upgrades
pg. 71
might seem like a logistical nightmare, making sticking to the status quo the default
position.
But over time, a clunky security system impacts not only the safety of passengers but
the efficiency of operations. The result? Ineffective resource allocation that impacts the
bottom line. Eventually, there comes a time when the status quo becomes untenable. At
this point, broadening your view to consider other airport surveillance systems is key –
while also adapting to the ever-evolving pandemic rules. Put simply, you can’t put a
price on safety and personal duty of care. In the past, the drive to maximize revenue
was focused on increased passenger yield and contracting new airlines and routes.
But currently retail offerings are reduced and focus is on enabling airlines to operate
with confidence (distancing, hygiene, occupancy management, mask detection on hot
spots), plus flexibility. A different set of Business Intelligence is required for these
needs.
3.4 SIGNIFICANCE OF STUDY
The execution of airport security is essential to provide the safety and security of
travelers, airport staff, and aircraft. It is an essential procedure that is important for
protecting air travel operations and to make sure that everyone is safe while travelling
by air. However, passengers might feel uncomfortable while doing safety and security
procedures.
3.4 SOURCES OF DATA
Most of the datas are collected from secondary data, from internet, official websites,
blog, and trusted news pappers, and primary datas are collected through questionnaire
with google form
pg. 72
CHART 4.1 THE CHART SHOWING THE PERCENTAGE OF

AGE
INTERPRETATION
From the above chart,59% of the passengers are age group between 21-30,24% of the
passengers are age group below 20,10% of the passengers are age group between31-40
and7% of the passengers are above 50 age group.
pg. 73
TABLE 4:1 THE TABLE SHOWING THE PERCENTAGE OF AGE GROUP
Age group Number of response Percentage
11 24
Below 20
27
21-30 59
31-40 5 10
0 0
41-50
3 7
50+
Total 46 100
ANALYSIS
From the abouve table, It is understood that most of the passengers are age group
between21-30
pg. 74
TABLE 4:2 THE TABLE SHOWING THE PERCENTAGE OF

GENDER
INTERPRETATION
From the above chart 54% of the passengers are male, and 41% are female and
rest are prefer not to say
pg. 75
TABLE 4:2 THE TABLE SHOWING THE PERCENTAGE OF GENDER
Gender Number of responses Percentage
25
Male 55
Female 19 41
Prefer not to say 2 4
46 100
Total
ANALYSIS
From the above table, it is understood thar male passengers are more than female
passengers.
pg. 76
TABLE 4 :3 THE CHART SHOWING PERCENTAGE OF OCCUPATION
INTERPRETATION
From the above chart 59% are students and 28% are employed and 11% are self employed
and 2% are retired
pg. 77
TABLE 4:3 THE TABLE SHOWING OCCUPATION
Occupation Number of response Percentage
28
Student 59
Employed 13 28
Self employed 5 11
1 2
Retired
Total 47 100
ANALYSIS
From the above table it is understood that most of the customers are students and second most
customers are employed customers.
pg. 78
CHART :4 THE CHART SHOWING OF MARITAL STATUS
INTERPRETATION
From the above chart 45 percentage of passengers are married and 55 percentage of passengers are
single
pg. 79
TABLE 4 :4 TABLE SHOWING MARITAL STATUS
MARITAL STATUS NUMBER OF RESPONSE PERCENTAGE
Single 26 55
Married 21 45
Total 47 100
ANALYSIS
From the above table that it is understood that the most of the passengers are single
pg. 80
CHART 4:5 CHART SHOWING PERCENTAGE OF PASSENGERS OFTEN FLY
INTERPRETATION
From the above chart 35 percentage of passengers are occasionally travelled and 28 percentage of
passengers are travelled rarely
pg. 81
TABLE 4.5 TABLE SHOWING OFTEN FLYING
OFTEN FLY NUMBER OF RESPONSE PERCENTAGE
Never 8 17
Occsionally 16 35
Rarely 13 28
Frequently 9 20
Total 46 100
ANALYSIS
From the above table, it is understood that most of the passengers are often to fly occasionally and
only few passengers never often to fly.
pg. 82
CHART 4.6 CHART SHOWING PASSENGERS VISITED THE AIRPORT
INTERPRETATION
From the above chart 60 percentage of passengers are visited airport and 40 percentage are not
visited the airport
pg. 83
TABLE 4.6 TABLE SHOWING PASSENGERS AIRPORT VISIT
AIRPORT VISIT NUMBER OF RESPONSE PERCENTAGE
YES 28 60
NO 19 40
TOTAL 47 100
ANALYSIS
From the above table it is understood that 60 percentage of passengers are visited airport and rest
of the 40 percentage are not visited
pg. 84
CHART 4.7 CHART SHOWING PERCENTAGE OF SECURITY PROCEDURES
INTERPRETATION
from the above chart 48 percentage of passengers are satisfied the security procedures in
kempegowda international airport.33 percentage of passengers are neutral the security procedures
in kempegowda international airport, and only few passengers are very satisfied the security
procedures in kempegowda international airport
pg. 85
TABLE 4.7 TABLE SHOWING PERCENTAGE OF PROCEDURES
SECURITY PROCEDURES NUMBER OF RESPONSE PERCENTAGE
Very satisfied 2 4
Unsatisfied
2 4
Neutral 15 33
Satisfied 22 48
Very satisfied 5 11
TOTAL 46 100
ANALYSIS
From the above table, it is understood that most of the passengers are satisfied with the security
procedures and only 4 percentage of passengers are very satisfied with the security procedures in
kempegowda international airport.
pg. 86
4:8 THE CHART SHOWING THE PERCENTAGE OF PASSENGERS

THINKING THAT SECURITY OFFICERS PLAY A CRITICAL ROLE IN KEEPING THE
BAGGAGE SAFE
INTERPRETATION
From the above chart 43 percentage of passengers have agreed,23 percentage of have
Neutral,17 percentage of passengers have disagreed and strongly disagreed.

TABLE 4.8 TABLE THE PERCENTAGE OF PASSENGERS

THINKING THAT SECURITY OFFICERS PLAY A CRITICAL ROLE IN KEEPING THE
BAGGAGE SAFE
KEEPING THE BAGGAGE NUMBER OF RESPONSE PERCENTAGE

SAFE
Strongly disagree 8 17
8 17
Disagree
11 24
Neutral
20 13
Agree
0 0
Strongly agree
TOTAL 47 100
ANALYSIS
From the above table, it is understood that most of the passengers have agreed the officers play
a critical role in keeping the baggage safe.
pg. 88
CHART 4:9 THE CHART SHOWING THE PERCENTAGE OF PROTOCOLS

PROVIDED INSIDE THE AIRPORT
INTERPRETATION
From the above chart,40 percentage of passengers have satisfied and 17 percentage of passengers
have unsatisfied,23 percentage of passengers have neutral,11 percentage of passengers have very
unsatisfied and 9 percentage of passengers have very satisfied.
pg. 89
TABLE 4:9 THE TABLE SHOWING THE PERCENTAGE OF PROTOCOLS

PROVIDED INSIDE THE AIRPORT
PROTOCOLS PROVIDED NUMBER OF RESPONSE PERCENTAGE
Very unsatisfied 5
11
Unsatisfied 8 17
11 23
Neutral
19 40
Satisfied
4 9
Very satisfied
TOTAL 47 100
ANALYSIS
From the above table, it is understood that most of the passenger are satisfied with the protocols
provided inside the airport.
pg. 90
CHART 4.10 CHART SHOWING THE SECURIY PROTOCOLS FOR INTERNATIONAL

FLIGHTS AT AIRPORT
INTERPRETATION
From the above chart, 70% of the passengers did experience specific security protocols for
international flights at the airport, 30% of the passengers did not experience any specific security
protocols for international flights at the airport.
pg. 91
TABLE 4.10: THE TABLE SHOWING THE SECURITY PROTOCOLS FOR

INTERNATIONAL FLIGHTS AT AIRPORT
OPTIONS NUMBER OF RESPONSE PERCENTAGE
YES 33 30
NO 14 70
TOTAL 47 100
ANALYSIS
From the table, it is understood that most of the passengers have faced specific security protocols
for international flights at the airport.
pg. 92
CHART 4.11 THE CHART SHOWING THE PERCENTAGE OF COMPLAINTS OF THE

PASSENGERS ABOUT THE SECURITY CHECK-IN PROCESS
INTERPRETATION
From the above chart, 55% of the passengers have complaints about the security check-in process
of Kepegowda International Airport, and 45% of the passengers have no complaints about the
security check-in process.
pg. 93
TABLE 4.11: THE TABLE SHOWING THE PERCENTAGE OF COMPAINTS OF THE

PASSENGERS ABOUT THE SECURITY CHECK-IN PROCESS
55
YES 27
NO 21 45
TOTAL 48 100
ANALYSIS
From the above table, it is understood that most of the passengers have complaints about the
pg. 94
CHART 4.12 THE CHART SHOWING THE PERCENTAGE OF RATING OVERALL

SERVICES PROVIDED BY THE AIRPORT
INTERPRETATION
From the above chart, 33% of the passengers rated good review, 33% of the passengers have rated
neutral review and 15% of the passengers have rated very poor review, 11% of the passengers
have rated excellent review and 9% of the passengers have rated poor review.
pg. 95
TABLE 4.12: THE FOLLOWING TABLE SHOWING THE PERCENTAGE OF RATING

OF OVERALL SERVICES PROVIDED BY THE AIRPORT
VERY POOR
7 15
POOR 4 9
NEUTRAL 15 33
GOOD 15 33
EXCELLENT 5 11
TOTAL 46 100
ANALYSIS
From the above table, it is understood that most of the passengers are satisfied with the overall
services of kempegowda international airport.
pg. 96
CHART 4.13: THE CHART SHOWING THE PERCENTAGE OF HYGIENE OF THE

AIRPORT
INTERPRETATION
From the above chart, 30% of the passengers have rated good review, 26% of the passengers have
rated neutral review, 17% of the passengers have rated excellent review, 13% of the passengers
have rated very poor, 13% of the passengers have rated poor for the hygiene of the airport.
pg. 97
TABLE 4.13: THE TABLE SHOWING THE PERCENTAGE OF HYGIENE OF THE

AIRPORT
VERY POOR 13
6
13
POOR 6
NEUTRAL 12 26
GOOD 14 30
EXCELLENT 8 17
TOTAL 46 100
ANALYSIS
From the following table, it is understood that most of the passengers are satisfied with the hygiene
of the airport.
CHART 4.14: THE FOLLOWING CHART SHOWING THE PERCENTAGE OF

HELPFULNESS OF THE INSTRUCTIONS OF THE SECURITY
pg. 98
INTERPRETATION
From the following chart, 33% of the passengers informed that the instructions were helpful, 26%
of the passengers have informed that it was neutral, 20% of the passengers have informed that it
was unhelpful for the passengers, 13% of the passengers have informed that it was very helpful
and 9% of the passengers have informed that the instructions were very unhelpful for the
passengers.
pg. 99
TABLE 4.14: THE FOLLOWING TABLE SHOWING THE PERCENTAGE OF

HELPFULNESS OF THE INSTRUCTIONS OF THE SECURITY
9
VERY UNHELPFUL 4
20
UNHELPFUL 9
NEUTRAL 12 26
HELPFUL 15 33
VERY HELPFUL 6 13
TOTAL 46 100
ANALYSIS
From the above table, it is understood that the instructions given by the security were helpful for the
passengers.
pg. 100
CHART 4.15: THE FOLLOWING CHART SHOWING THE PERCENTAGE OF WAITING

PERIOD OF THE CHECKIN PROCESS
INTERPRETATION
From the above chart, 47% of the passengers had to wait for the security checking process for
around 10-20 minutes, 22% of the passengers had to wait for only less than 10 minutes, 11% of
the passengers had to wait for more than 30 minutes and 20% of the passengers had to wait for
2030 minutes.
pg. 101
TABLE 4.15: THE FOLLOWING TABLE SHOWING THE PERCENTAGE OF WAITING

PERIOD OF THE CHECKIN PROCESS
10 22
LESS THAN 10 MINUTES
21 47
10-20 MINUTES
20-30 MINUTES 9 20
MORE THAN 30 5 11
MINUTES
TOTAL 45 100
ANALYSIS
From the above table, it is understood that most of the passengers did not face long time for the
security checking process.
pg. 102
CHART 4.16: THE CHART SHOWING THE PERCENTAGE OF RECOMMENDATION OF

THE PASSENGERS
INTERPRETATION
From the above chart, 28% of the passengers are probably interested to recommend the airport,
23% of the passengers have a neutral opinion on the recommendation on the airport to others, 17%
of the passengers are probably not interested in recommending kempegowda interntional airport
to others, 17% of the passengers are definitely interested in recommending the airport, 15% of the
passengers are definitely not interested in recommending the airport to their friends, family and
relatives.
pg. 103
TABLE 4.16 THE FOLLOWING TABLE SHOWING THE PERCENTAGE OF

RECOMMENDATION OF THE PASSENGERS
7
DEFINITELY NOT 15
PROBABLY NOT
8 17
NEUTRAL 11 23
PROBABLY YES 13 28
DEFINITELY YES 8 17
TOTAL 47 100
ANALYSIS
From the following table, it is understood that most of the passengers are interested in recommending
kempegowda internatona airport to their family, friends and relatives.
pg. 104
SWOT ANALYSIS
STRENGTHS:
Safety record/Emergency Response
A community that loves the valley
Helpful to the community- Fire attack, re-seeding, fish stocking, search and
rescue, organ transplants, access to hospital
Airport hosts community events, kids to learn about aviation
Preservation of open space –provides a green corridor entering the valley
Creative in addressing opportunities proactive in exploring and finding
solutions to potential conflicts before they become problems
WEAKNESSES:
Don’t have a well-defined clear vision of the Airport’s future, what we want it to look like or become
Lack of understanding in the community regarding A.P. issues, options and potential
Potential for one-on-one meetings that dilute or misrepresent the messages
Perception that the airport does little to benefit the community
Outdated/aging equipment
pg. 105
OPPORTUNITIES:
High demand/active airport, options to lease land to multiple interested parties
Opportunity to rebrand the airport, create a business plan, create jobs for locals,
and increase the economic benefit to the community
Create a vision/mission statement specifically for the airport
Open space preservation. Now is the time to lock in green space, it will only
be harder to obtain as development increases
Education – increase public events
Growth in the area is causing higher demand at the airport, less than 3% of airports are self-
sustained, could we be one of them? (lease land, a few big hangars, lots of little hangars, aviation
businesses, non-aeronautical businesses...)
Huge and rare opportunity to find solutions and compromise between stakeholders:
Locals, City Council/City Management, FBO, local Pilots, AAB, CAF Museum, FAA etc.
THREATS:
Stakeholders each have different priorities, needs, wants and ideas. These differences cause
significant contention. Lack of uniformity in vision. Individuals getting mired in details and trying
to shout down the process.
Local sentiment regarding Growth (including the airport) – speed of growth, amount of demand, how
to deal with it etc.
Biggest threat: Incorrect perceptions and misinformation prevents us from unity and a shared vision.
pg. 106
FINDINGS
• From the abouve table, It is understood that most of the passengers are age group between21-
30
• From the above table, it is understood thar male passengers are more than female passengers
• From the above chart it is understood that most of the customers are students and second most
customers are employed customers.
• From the above chart that it is understood that the most of the passengers are single
• From the above table, it is understood that most of the passengers are often to fly occasionally
and only few passengers never often to fly.
• From the above table it is understood that 60 percentage of passengers are visited airport and
rest of the 40 percentage are not visited
• From the above table, it is understood that most of the passengers are satisfied with the security
procedures and only 4 percentage of passengers are very satisfied with the security procedures
in kempegowda international airport.
• from the above table, it is understood that most of the passengers have agreed the officers play
a critical role in keeping the baggage safe.
• From the above table, it is understood that most of the passenger are satisfied with the
protocols provided inside the airport.
• From the table, it is understood that most of the passengers have faced specific security
protocols for international flights at the airport.
• From the above table, it is understood that most of the passengers have complaints about the
• From the above table, it is understood that most of the passengers are satisfied with the overall
services of kempegowda international airport.
• From the following table, it is understood that most of the passengers are satisfied with the
hygiene of the airport.
• From the above table, it is understood that the instructions given by the security were helpful
for the passengers.
pg. 107
• From the above table, it is understood that most of the passengers did not face long time for
the security checking process.
• From the following table, it is understood that most of the passengers are interested in
recommending kempegowda internatonal airport to their family, friends and relatives
pg. 108
SUGGESTION
• More than half of the passengers are not satisfied with the security procedures of the airport
• More passengers are agreed with keeping the baggage safe,they need to focus on keeping
the baggage handling
• In the airport 30 percentage of passengers are not experienced any specific security protocols
in the airport
• More than 55 percentage of passengers have complaints about the security check in process,
need to improve
• Overall service is less, they need to concentrate on all services at the airport
pg. 109
CONCLUSION
From this project it is understood that, the airport security has been improved, but even though
most passengers have not satisfied with the security procedures of kempegowda international
airport. Airport security includes the techniques and methods used in attempt to protect passengers,
staff, aircraft and airport property from malicious harm, crime, terrorism and other threats.
different protocols has been used for international and domestic airlines, so the passengers
experience different airport security method in the kempegowda international airport. The
instructions given from the airport security authorization are helpful for the passengers to
understand how the security measures has been involved in the airport. The airport security
authorization would also make sure that every passengers having a safe travel experience,and they
control over each departments of the airport.
pg. 110
REFERENCES
https://en.wikipedia.org/wiki/Airport_security https://ivypanda.com/essays/airport-
security-and-air-travel-safety/ https://www.bengaluruairport.com/
https://en.wikipedia.org/wiki/Kempegowda_International_Airport
https://www.researchgate.net/publication/359656213_A_Literature_Review_of_St
udies_Analysing_Air_Transport_Service_Quality_from_the_Passengers'_Point_of
_View https://skybrary.aero/articles/ground-handling
https://www.acciona.com/solutions/transport/activityare
as/airports/?_adin=02021864894
https://simpleflying.com/bengaluru-airport-history/
https://www.flypgs.com/en/travel-glossary/international-
airport#:~:text=What%20Does%20International%20Airport%20Mean,flights%20a
part%20from%20the%20international.
pg. 111
ANNEXURE
1.Name
2.Age
3.Gender
 Male
 Female
 Other
4.email
5. occupation
6.marital status
 Single
 Married
6.How often do you fly?
 Never
 Rarely
 Occasionally
 Frequently
 Very frequently
7.Have you ever visited Kempagowda International Airport?
 Yes
 No
8.Rate the security procedures:
 Very Unsatisfactory
 Unsatisfactory
 Neutral
 Satisfactory
 Very Satisfactory
9.Do you think the airport security officers play a critical role in keeping the baggage safe?
 Strongly Disagree
 Disagree
 Neutral
 Agree
pg. 112
 Strongly Agree
10.Is it necessary to remove shoes while security checking?
 Yes
 No
11.Are you satisfied with the protocols provided inside the airport?
 Very Unsatisfied
 Unsatisfied
 Neutral
 Satisfied
 Very Satisfied
12.Did you experience any specific security protocols for international flights at the airport?
 Yes
 No
13.Do you have any complaints about the security check-in process at Kempagowda International
Airport?
 Yes
 No
14.If yes, how was your experience with the authority of the airport in handling your complaint?
15.How much would you rate the overall service provided by Kempagowda International Airport?
 Very Poor
 Poor
 Neutral
 Good
 Excellent
16.How would you rate the hygiene of the airport?
 Very Poor
 Poor
 Neutral
 Good
 Excellenty
pg. 113
17.Were the instructions given by security staff understandable and helpful?
 Very Unhelpful
 Unhelpful
 Neutral
 Helpful
 Very Helpful
18.How long did you wait for the security checking process?
 Less than 10 minutes
 10-20 minutes
 20-30 minutes
 More than 30 minutes
19.Would you recommend Kempagowda International Airport to your family, friends, and relatives?
 Definitely Not
 Probably Not
 Neutral
 Probably Yes
 Definitely Yes
pg. 114

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A STUDY ON AIRPORT SECURITY IN KEMPEGOWDA INTERNATIONAL AIRPORT

A STUDY ON AIRPORT SECURITY IN KEMPEGOWDA

training, ballooning, paragliding, parachuting, gliding, hang gliding, aerial

Human ambition to fly is illustrated in mythological literature of several cultures;

Hot air balloons, glider and kites in China

HEAVIER THAN AIR

LIGHTER THAN AIR

• Nowadays, airships use helium which is an inert gas.

THE FIRST FLIGHT

• The first flight was on December 17th 1903.

• Modern-day aircraft giants, Boeing and Airbus, came into existence.

NEW ERA OF AVIATION

JET ENGINE PROPELLER

Fig 1.10 Fig 1.11

BUSINESS MODELS FOR AIRLINES

1.2 INDUSTRIAL PROFILE

Operating airports is extremely complicated, with a complex system of aircraft support

Landside and airside areas

"Airside" redirects here. For other uses, see

Premium and VIP services

Sometimes these premium services will be offered to a non-premium passenger if the

Cargo and freight service

• Runways, for takeoff and landing

• Taxiways, where planes "taxi" (transfer to and from a runway)

• Apron or ramp: a surface where planes are parked, loaded,

Air traffic control

Airport Tower, Kempegowda International Airport

An airport terminal is a building at an airport where passengers transfer between ground

concourse (such as Dallas/Fort Worth International Airport or Philadelphia International

Launge and customer service

We operate domestic and international lounges at Kansai International Airport and

Flight and control assistance

Dining and Entertaintments

• restaurants.,cafés and fastfood outlets

• bars and launges

• dutyfree shopping for international passengers

• bookstores and newsstands

• wifi and charging stations

Business and conference facilities

Special assistance service

Customs and immigration service

Emergency medical service

Medico legal formalities

Ambulance shifting and shifting

1.3 BACKGROUND OF THE STUDY

AIRPORT ENFORCEMENT AUTHORITY

• A branch (substation) of the local police department stationed at the airport

• Members of the local police department assigned to the airport as their

purposes Other resources may include:

Process and equipment

A recent development is the controversial use of backscatter X-rays to detect hidden

Airport security forces by country/region

While CATSA is responsible for pre-board passenger and random non-passenger

• Vancouver International Airport — RCMP Richmond detachment

• Calgary International Airport — Calgary Police Service Airport Unit (1997)

• Edmonton International Airport — RCMP Edmonton International Airport

• Winnipeg James Armstrong Richardson International Airport — Winnipeg

• Toronto Pearson International Airport — Peel Regional Police Airport

• Halifax Stanfield International Airport — Halifax Regional Police

As a member of the European Economic Area, Iceland has adopted EC regulation No