A known consignor is a shipper authorised by the civil aviation authority that prepares cargo it produces itself in line with security rules and protects it from unauthorised interference. A regulated (authorised) agent is an approved entity that applies security controls to cargo. Cargo coming from outside this secure chain is screened before being loaded onto the aircraft.
How does the secure supply chain work?
Air cargo security is based on ICAO's Annex 17 standards. The basic idea is this: every shipment must pass a security control at some point before being loaded onto an aircraft and must be protected from unauthorised interference from that moment on. The control can be performed at the place where the cargo is produced by a known consignor, or later by a regulated agent. This means that not every piece has to be opened individually at the airport, and the identity of every link in the chain is known.
Regulation in Türkiye
In Türkiye the rules are set by the Directorate General of Civil Aviation (Sivil Havacılık Genel Müdürlüğü, SHGM) in its SHT-17.6 Air Cargo and Mail Security Instruction. The instruction defines three basic roles:
| Role | Who is it? | What does it do? |
|---|---|---|
| Known consignor | A shipper producing cargo on its own account and authorised by SHGM | Prepares the cargo in a secure area, protects it and hands it over in secure status |
| Group A regulated agent | An entity performing security controls and screening | Screens cargo, stores and carries it within the secure chain |
| Group B regulated agent | A freight forwarder that does not screen | Hands the cargo over to a Group A agent |
SHGM lists regulated agents and known consignors in a secure supply chain database. According to SHGM, airlines do not accept cargo from agents not authorised by the Directorate General; agents' authorisations are granted per airport. Because the instruction text is updated from time to time, the version in force at SHGM should be used before applying.
General steps to become a known consignor
- A security programme is written for the area where the cargo is prepared.
- Access control is set up for the packing and storage areas.
- Personnel with access to cargo are selected and trained.
- An application is submitted with the declaration of commitment and documents set out in the instruction.
- Authorisation is granted after an audit by the authority; it is renewed at regular intervals.
What happens to cargo from an unknown consignor?
Cargo without secure status is screened by a regulated agent or a ground handling company. Common methods are X-ray, hand search, explosive trace detection and checks with trained dogs. For dense, metal-containing or large single-piece crates, the X-ray image may be insufficient; in that case the crate may be opened. The result is additional time, additional cost and the need to reseal the packaging. Additional controls apply to shipments containing dangerous goods; lithium battery shipping is the most frequent example.
ACC3 for cargo bound for the EU
The European Union requires airlines carrying cargo into the EU from third-country airports to be designated as ACC3 and to pass EU aviation security validation. Agents and shippers in the supply chain can also obtain RA3 or KC3 status through EU validation; if they have not, the cargo is screened by the airline or a validated party acting on its behalf. For shipments from Türkiye to the EU, these rules are reflected in the airline's acceptance procedure.
Who is responsible for what?
The shipper is responsible for declaring the contents of the package correctly and protecting it until handover. The agent documents the status of the cargo it accepts and hands the cargo it has screened to the airline in secure status. The airline loads only cargo in secure status. In consolidated shipments the status information travels along the chain together with the MAWB and HAWB documents.
Common mistakes
- Opening and resealing cargo en route after it has been handed over in secure status
- Leaving crates too dense to be screened until the last minute
- Confusing this status with the customs authorised obligor status; the two are different permits from different authorities
Aviation security authorisations do not replace standards such as ISO 28000, which govern a company's overall supply chain security; the two complement each other. The operational side of the shipment is described on the air freight page.