WO2004007286A1

WO2004007286A1 - Security monitoring and protection system

Info

Publication number: WO2004007286A1
Application number: PCT/GB2003/003074
Authority: WO
Inventors: Catherine Mitchell
Original assignee: Catherine Mitchell
Priority date: 2002-07-12
Filing date: 2003-07-14
Publication date: 2004-01-22
Also published as: AU2003251335A1; GB2408131A; GB0502962D0; GB2408131B; GB0216141D0

Abstract

The present invention provides a system and apparatus for monitoring and controlling a secure environment, such as that within an aircraft, or in a building such as a bank or other secure premises. A monitoring system allows automatic control of the environment and activation of the system or apparatus at an appropriate time once a security breach has been detected. Manual operation of the system can also be effected. Activation of the system results in the deployment of at least one countermeasure device. The countermeasure device serves to incapacitate an individual target or multiple targets who are considered to pose a threat to the security of the location. The deployed countermeasures can include a projectile such as a dart, which may contain tranquilliser, or alternatively an electric charge may be deployed. Further, restraining means may serve to restrict the movement of targets within the secured area, as the deployment of restraining means such as vertical or horizontal rods serves to impede movement of targets within an aisle of a civil aircraft or corridor of a building.

Description

"Security Monitoring and Protection System"

The present invention provides a security system and apparatus for monitoring and controlling potential human threats in a location such as a civil aircraft or building used by the public. In particular, there is provided a security protection system for use in aircraft primarily associated with the transport of civilian passengers.

The security of public locations and in particular, secure locations such as civilian aircraft and public buildings is a matter of increasing public concern, especially in view of recent tragic world events, where the hijacking of civilian aircraft was central to terrorist acts which caused devastating destruction and loss of life.

Fundamental to these acts and also widely seen in many other instances of hostage-taking and associated acts of hostility aboard aircraft is the assumption of control of civilian aircraft. This is usually the first act attempted by hijackers as, once such control has been assumed, they are in a position to use the aircraft for their own intents.

As a result of the occurrence of such incidents, security on civilian airlines is an area of crucial public importance. Not only do civilian passengers have to feel safe when using aircraft for transport, it is also important that the aircraft industry as a whole be seen to take steps to avert the chances of terrorists or other hostile parties causing disruption or security breaches aboard aircraft.

Further, the use of public buildings and in particular banks or buildings which would be considered to be targets for hostile or terrorist acts gives further cause for concern to civilians due to the potential risk of being in such buildings during such an event.

It is therefore desirable to have systems or procedures which can avert potential hostile acts or hostage-taking. However, there are few systems or devices which can be dynamically used to avert or prevent acts of terrorism. Specifically, there are few security systems or security devices which specifically target the terrorists or hostile individuals directly. This would be particularly beneficial as the incapacitation of such hostile targets could lead to the quick resolution of a potentially grave situation. According to the present invention, there is provided a security system for monitoring and enforcing control in a location in which security is desired such as an aircraft or building, the system including; - monitoring means for monitoring the security status of the location, - at least one countermeasure device which can be deployed in order to incapacitate a target, and - means for controlling the deployment of the at least one countermeasure device upon activation of the system.

Preferably the at least one countermeasure device is a projectile.

More preferably the at least one countermeasure device is a dart.

Preferably the projectile or dart contains a tranquilliser which causes the incapacitation of a target.

Preferably the projectile or dart is deployed from a delivery unit.

Preferably the delivery unit contains a plurality of projectiles or darts. Preferably the delivery unit can be controlled so as to allow deployment of the projectile or dart along a pre-determined trajectory.

Preferably the projectile or dart is propelled or launched from the delivery unit through the use of compressed air.

Preferably the delivery unit can be mounted within a seat, such as a passenger seat of an aircraft or other similar vehicle.

More preferably the delivery unit is retained within the head portion of a passenger seat when in a first, stored position and, following activation of the at least one countermeasure device, assumes a second, activated position, protruding from the seat, which allows a projectile or dart contained therein to be deployed.

Alternatively, the at least one countermeasure device delivers a non-lethal electrical charge.

Alternatively, the countermeasure device is a restraining means which, following activation, provides an obstruction which substantially prevents movement of a target within the location in which security is desired.

Preferably the restraining means is at least one rod or pole. Preferably the restraining means is constructed of a rigid plastics material or a lightweight metal.

Preferably the restraining means is a rod which, upon activation, moves from a first stored position, to a second protruding position, the rod protruding in a substantially vertical direction and being located so as to obstruct the movement of a target within the location in which security is desired.

Alternatively, the restraining means is a rod which, upon activation, moves from a first stored position, to a second protruding position, the rod protruding in a substantially horizontal direction and being located so as to obstruct the movement of a target within the location in which security is desired.

Preferably when in the inactivated position, the restraining means is retained within a suitable object, such that following activation, a first end of the rod is retained within the object in which it was stored, while the second end of the rod is secured to a second location which provides a securing and holding point .

Preferably the object within which the restraining means is retained prior to activation is a seat, such as a passenger seat of an aircraft.

Alternatively the object within which the restraining means is retained prior to activation is a wall of a building. Preferably the monitoring means includes a visual seating plan which provides an indication as to whether a seat is occupied or vacant. Preferably the visual seating plan further indicates whether a passenger should be occupying a particular seat.

Preferably the monitoring means further includes an electronic information tablet which allows visual communication. Preferably the tablet also includes touch sensitive panels.

Preferably the electronic tablet allows signalling between a first and second area through the use of at least one electronic tablet located at each of the first and second areas.

Preferably the first and second areas are the cabin and cockpit of an aircraft.

Preferably the information communicated by the tablets is signalled by lights or lit panels on the tablet.

A further aspect of the present invention provides a security apparatus for the incapacitation of targets within a location in which security is desired, the apparatus including at least one restraining means which assumes a first stored position, and which following an activation step, assumes a second extended position which substantially obstructs movement of a target within the location in which security is desired.

Preferably the restraining means is a rod or pole.

Preferably the restraining means is constructed of a rigid plastics material or a lightweight metal.

Preferably when in the inactivated position, the restraining means is retained within a suitable object, such that following activation, a first end of the rod is retained within the object in which it was stored, while the second end of the rod is secured to a second location which provides a securing and holding point. Preferably the object within which the restraining means is retained prior to activation is a seat, such as a passenger seat of an aircraft.

Preferably when in the extended position, the restraining means is secured at a first end to the seat in which it is usually secured and at the second end to a further seat .

Alternatively, the restraining means is secured to an appropriate securing and holding point on the internal body of the aircraft .

Alternatively, the object within which the restraining means is retained prior to activation is a wall of a building.

A further aspect of the present invention provides a security apparatus for monitoring passengers seated within a vehicle, and in particular a civilian aircraft, including: - a means for monitoring persons seated in the vehicle, - means for acquiring and processing data received from the monitoring means and comparing them to defined parameters in order to detect passenger movement and potential security threats, and - means for activating an alert signal or security system. Preferably the monitoring means includes a visual seating plan which provides an indication as to whether a seat is occupied or vacant. Preferably the visual seating plan further indicates whether a passenger should be occupying a particular seat .

Preferably the first and second areas are the cabin and cockpit of an aircraft.

Preferably the apparatus may be activated and/or controlled from an area within the vehicle.

Alternatively, the activation and control of the apparatus may be effected from an area outwith the vehicle.

A yet further aspect of the present invention provides a method for monitoring and enforcing control in a location in which security is desired, such as an aircraft or a building, the method including the steps of : - monitoring persons located within the location, - acquiring and processing data received from monitoring the location and comparing them to defined parameters in order to detect passenger movement and potential security threats, and - activating an alert signal or security system, this causing the deployment of at least one countermeasure .

Preferred features of each aspect of the invention are as for each of the other aspects mutatis mutandis .

The present invention will now be described, by way of example only, with reference to the accompanying figures in which;

Figure 1 shows an example of the format of an electronic seat map used to monitor the location of passengers within the cabin of an aircraft,

Figure 2 shows an example of a system for restricting movement of persons up and down the aisle of an aircraft,

Figure 3 shows the system used to effect targetable deployment of darts from delivery units, Figure 4 shows examples of delivery units which can be orientated to allow darts to be directed appropriately,

Figure 5 shows the principle of fixed target deployment from dart delivery units contained within passenger seats,

Figure 6 illustrates fixed trajectory deployment of darts from delivery units mounted in an aircraft cabin,

Figure 7 illustrates the principle of incorporating a dart delivery unit into a passenger seat,

Figure 8 shows an example of close quarters deployment of one component of the defence system,

Figure 9 shows an example of a mode of deployment of the system,

Figure 10 shows a general schematic diagram of the individual components that can be used by the system,

Figure 11 shows an electronic information tablet in a first configuration,

Figure 12 shows an information tablet in a second configuration, and Figure 13 shows an alternative example of a system for restricting movement of persons up and down the aisle of an aircraft.

The central principles which underlie the security system and further, the individual components and countermeasures which contribute thereto are designed to meet four main criteria, these being;

1. The threat should be identified. 2. The threat should be isolated. 3. The threat should be targeted. 4. Counter-measures should be deployed.

Specifically, the countermeasures should be small, rapidly deployed, fast-acting tranquilliser darts, which are effective in neutralising the hostile threat by rendering the target unconscious. This allows the hostile threat to be disarmed (if required) , apprehended and restrained.

Alternative countermeasures may be used, such as non-lethal electric shock, more detail on which will be given hereafter.

Further consideration of the four above-mentioned criteria will now be made.

Identification of Threat

One of the most important factors in determining the success of any defence system is the ability to identify threats at an early stage such that action can be taken before the situation escalates.

For example, in the case of an attempt by a terrorist to assume control of an aircraft, early warning of a potential attack would assist in the efficient and effective deployment of the counter- measure devices of the invention.

In order to achieve this, the system of the present invention can incorporate an electronic seat map, which can be used to relay information regarding the status of every seat in the aircraft such that it can be established instantly whether that seat is occupied or vacant.

When counter-checked against the flight seating plan, this information can provide the operator of the security system with information regarding the movement of passengers about the aircraft and also where any threat is likely to have emanated from.

This system may preferably be located in the cockpit of the aircraft, or at another point where the defence system can be centrally controlled. Figure 1 shows an example of the format of such a seating plan (10) , wherein the simple illumination of a light can be used to show whether a seat is vacant or occupied. Further, a more advanced variation of this theme could incorporate cross-checking with the aircraft passenger list such that a specific signal (such as a light colour, or flashing light) could be used to denote a seat where a passenger should be sitting, but which has been vacated.

The monitoring of the seating arrangements in this way could further be linked to a CCTV or other camera system, which could be used to track the movements of the passengers throughout the aircraft.

Preferably the seating map (10) would operate in real-time and could further be linked to a computer which could further analyse the various information and parameters associated with this component in order to identify potential security threats. For example, the length of time that a passenger's seat was unoccupied could be monitored, with excessive absence times (over a determined parameter) being flagged. Such information could be used to indicate the initiation of disruptive or hostile activities.

Computer analysis could further be used to monitor the occupation of seats which should have been occupied during the flight, such that the positioning of terrorists prior to the attack could be predicted. Further, the system could be programmed with patterns which indicate terrorist activity - for example, if terrorists took up positions of symmetry within the cabin, the system could recognise this pattern of activity and would be alerted to any potential activity. In such situations, the programming into the computer of historical hijacking situations could aid in the identification of such potential attack patterns. Any early warning of impending activity could be used to allow the positioning of defence assets (countermeasures) within the cabin.

The seating map (10) could be further modified to show the location and status of the countermeasures, for example the position and location of the dart delivery units and the number of darts available to be fired therefrom.

An electronic tablet (12) placed within the cabin would allow the cabin crew to alert the cockpit as to any area of concern or disturbance, and vice versa.

An example of an electronic tablet (12) is depicted in figures 11 and 12. The electronic tablet (12) allows silent communication between the flight crew and the cabin crew and consists of twin touch sensitive panels of light (20) corresponding to different areas of the aircraft.

A tablet (12) would be located in the cockpit, with a further tablet (12) in the cabin - with each having a direct effect on the status and information displayed by the other. The purpose of the tablet (12) and the signal depicted and communicated should be known only to the crew and any coded information contained therein could be specific to particular users, wherein the users would effectively create their own "language of light" . In use for example, both panels could be made to show identical lights when in use by one company (as depicted in figure 12) and show opposite lights used by another company (figure 11) . During normal flights, the status of the lights could remain static or could be used to show the cabin crews the areas where CCTV is in operation. It could be used to direct the cabin crew to a particular area of concern, or vice versa. Further, if the cockpit has isolated a threat and are about to deploy the defence system in a particular area, the tablet system would allow this to be communicated to the crew, thus allowing the crew to evacuate or avoid that specific area.

The size of the electronic tablet (12) , its positioning and layout would be determined by specific users, as would the use of the codes transmitted by the tablets.

Isolation of the Threat

The isolation and subsequent control of the terrorists or hostile party is vitally important to the effectiveness of the system. This allows more straight-forward targeting and deployment of the countermeasures, this reducing the risk of the tranquilliser darts missing their intended target (s) and causing collateral damage. The isolation of the terrorist or hostile party makes it far more difficult for them to carry out their intended mission.

In order to restrict the movement of persons through the cabin, the present system also contains a component which can be used to restrict this intra- cabin movement .

In this regard, the present system makes use of the passenger seats, using a restraining means (16) such as a lightweight rod constructed of a rigid plastics material or lightweight metal which is set at various heights across the seats and which can be extended across the aisle when required. This results in a "corral" which impedes movement up and down the aisle of the aircraft. An example of such a restraining means (16) activated between opposing seats in an aisle is shown in figure 2.

Deployment of the rods or other restraining means (16) can be instigated by either intervention from the cockpit, the cabin crew, or via pressure pads set in the floor of the aisle. In the case of specific pressure pad operation, this would ensure that the most appropriate sets of rods (or other restraining means) were extended. It should be noted however, that the pressure pads would normally remain inactive and turned off during normal, incident free flights. The above-described component describes a method by which physical isolation of the terrorist or hostile party can be carried out. However, in many cases the behaviour of the terrorist will lead to self isolation - for example a terrorist chooses a position he perceives as dominant with respect to the passengers and crew. If for example, he is attempting to access the cockpit, then this position could be in front of the cockpit doors facing rearwards. In such instances this self isolation would facilitate targeting, removing the need for restraining means to isolate the terrorist.

Targeting and Deployment of Countermeasures

The ability of the system to be able to specifically focus on and direct the countermeasure towards a desired target such as a terrorist or other hostile party ensures that the system has complete utility and efficiency as a defence and security system.

Specifically, the system can be made to "take aim" not only at general areas on the terrorist or hostile party, but advantageously, at specific points on a terrorist's body from a variety of angles.

The preferred type of countermeasure which is activated by the system so as to effect the incapacitation of the hostile party is a projectile, and in particular a dart which contains a tranquilliser, the administration of which incapacitates the target. However, other incapacitating means such as a non-lethal electrical charge may also be used.

There are three possible ways of deploying the projectiles or darts in such a situation:

- Fully targeted - Fixed trajectory - Close quarters cabin defence

The darts are preferably propelled from a delivery unit (18) via a compressed air system. Activation of the darts is from a central control unit which is preferably located outwith the main cabin of the aircraft, in a location such as the cockpit or at the central control system operation unit.

When the system is used as a security defence mechanism in a building, the system may be controlled and activated from a control unit situated within the building. Alternatively, the system may be controlled and activated from a control unit situated outwith the building.

The countermeasures of the security system would generally be inactivated in the absence of a threat, however, the system would monitor the location of persons, with activation of the countermeasures occurring only in response to a potential disturbance. The deployment of the countermeasures, by means of the different methods identified is detailed further below:

1. Fully Targeted Deployment - Fully targeted deployment of the countermeasures works on the principle that the aircrew or security Marshall can target the darts delivery units using a joystick (22) or other directional means. Movement of the joystick (22) will move the dart delivery units and a crosshair on a monitor (24) will show the destination of the dart. The specific selection of each dart delivery unit results in a fully controllable system being provided which allows precise targeting to be achieved using a number of sources. The principle of this fully targeted system is shown in figure 3.

In order to assist in the targeting of the darts, the darts are preferably housed in delivery units (18) . These can be fixed (18a, 18b) (e.g. on the bulkhead outside the cockpit, for deployment when the terrorist is facing rearwards) , or moveable (18c) (e.g. located on tracks which can move forwards and backwards throughout the cabin) . Further, the delivery units (18) can also be fixed at optimum positions within the aircraft or building.

The targeting of the delivery units (18) to orientate them in the desired direction could be achieved through the use of small cameras mounted immediately adjacent and parallel to the direction in which the dispensing units release the darts, these cameras preferably being an integral part of the design of the delivery unit. Examples of delivery units (18) and the adjustment of their orientation during delivery are shown in figure 4.

Fixed Trajectory Deployment - In addition to the fully targetable dispensing method described above, the system can additionally or alternatively incorporate dart delivery units (18) which are set at fixed trajectories. This arrangement of the dart delivery units (18) enables darts to be deployed at any set position within the aircraft aisles or throughout the building. Targeting in this manner will mean that there will be no need to wait for all of the terrorists or hostile parties to be located at optimum positions for targeting, nor would there be a need to wait for moveable delivery units to become available, as it would be possible to target multiple persons at the same time, by means of a combined attack.

In an aircraft, the fixed trajectory system uses the passenger seats to deploy the darts (figure 6, figure 7) . The proximity of the seats to the aisle means that the deployment of the darts from the seats allows the targeting of the terrorist or other hostile party while they are standing in or moving up or down the aisle.

Dart delivery units could be incorporated into every aisle seat (26) , or alternatively every second or third seat. The delivery units will have fixed trajectories, and are targeted such that the darts fired therefrom are directed towards a receiving pad (28) on another seat (generally located diagonally forward from the "loaded" seat) . As the terrorist moves along the aisle, darts would be dispensed from the seat mounted delivery units (26) and would target the legs and body of persons in the aisle. An example of the dispensing of the darts and the targeting of persons within the aisle is shown in figure 5.

Deployment of the darts could be achieved by manual intervention at the control deck located in the cockpit or similar, or alternatively the firing of the darts could be triggered by pressure pads activated by the terrorist himself in the floor of the cabin.

This system of dispatching the countermeasures will be particularly effective in situations where the terrorist or hostile party is isolated within the aircraft. In particular, when the terrorist is impeded within a "corral", the fixed deployment of the dart will be more effective in achieving the intended targets. Figure 6 shows an example of the location of fixed trajectory delivery units within passenger seats. It is preferable to deploy the darts in a forward diagonal direction only, as the back of each seat acts as a shield for the passenger occupied therein. In cases where rearward targeting is required, a roof or side-based delivery unit should be utilised. Alternatively, a system for the rearward deployment of the darts could be used, with an example of such a system being shown in figure 7. In this case, a device (30) is fitted to the head restraint element of the seat and is subsequently raised prior to deployment of the darts. The raising of the device allows deployment in multiple directions, and specifically up and down the aisle of the aircraft cabin. As the device is raised above the height of the seats, this prevents the fired darts hitting passengers who are seated. The raised devices would be hidden through retention within the seat during normal flight conditions, with their operation being controlled by the central control point.

Deployment of the dart from the delivery unit would be effected by means of compressed air. Further, the seats would also contain a receiving pad which would be receptive to a dart which had been deployed, but which had not hit its intended target. For safety reasons it is important that the receiving pad (28) is concealed within the seat, and generally a dart would gain access to the pad by passing through a flap of material which would cover the pad. Retention of the dart in the pad (28) in this way means that any darts which are retained in the pad cannot be retrieved and misused.

Alternatively, the receiving pad (28) may take the form of a guide which would direct any fired darts into a funnel leading to a container located within the seat, such that the darts would be safely stored without being directly accessible. The store of used darts could be accessed by authorised persons at a later time.

Close-quarters cabin crew defence - A further still method of deployment of the darts would enable the cabin crew to defend themselves should they be taken as hostage and be held physically by a terrorist or other hostile party. In such instances the member of the cabin crew can be used as a threat, or alternatively as a human shield.

In such instances however, the cabin crew are in a unique position to be able to deal with a terrorist at close range. Cabin crew fully trained to use dart-dispensing equipment could have delivery units mounted about their person. The delivery unit could be concealed at a number of appropriate locations, for example under the arm, belt-mounted, or alternatively incorporated into a watch, bracelet or ring which would include a releasable needle to pierce the skin of the captor's hand, this allowing fast and effective delivery of the tranquilliser which would render the captor unconscious. An example of the use of a close-quarters defence system is shown in figure 8.

It is important that the design of any close quarters defence system prevents unauthorised use and inadvertent deployment. This would prevent the terrorist from being able to utilise the system by taking control from individual cabin crew members. In such cases therefore, release and deployment of the personally concealed dispensing devices would only be available when a release code was emitted from the central control unit. Upon receiving such a signal, each individual close-quarters system would be armed and ready for use.

Other Considerations

A principle which is important to the effectiveness of any defence system is that of redundancy and dispersal. This means that the system as designed must be invulnerable to total disablement if attacked. For example, if the terrorists target the fixed dart delivery units, there should be others available to replace those disabled. In general, the system should not be able to be disabled through an attack of any kind, but should maintain its functionality no matter how much of the system is attacked.

Accordingly, the present system will incorporate a full analysis of possible and probable attack modes to enable all eventualities to be addressed. This will ensure that the system will perform as required if attempts are made to disable it.

Further, the system is formed from many sub-systems integrated into an overall system. This modular design of the system facilitates flexibility in the design of the system and allows different designs of systems to be fitted or tailored to different aircraft or buildings.

For example, the full system could be expanded for larger aircraft (e.g. deployed on twin aisles as opposed to single aisle aircraft) , or bespoked for smaller aircraft, where for example, only the fully targetable deployment option would be used. This modularity also facilitates the retrofitting of existing aircraft (although in such instances the retro-fitting of the seat based dart deployment units may not be appropriate) , whilst allowing the design of new aircraft to have the full system fitted at the manufacture stage.

The ability to alter the scope of installation of the system to fit all requirements also ensures its affordability to airlines having the system installed into their fleet of aircraft. In effecting such an internal security and defence mechanism, the system has to exhibit several essential requirements, these being;

- The system must be self-contained (and thus does not involve the participation of civilian passengers) - The system should be targetable (either directly or indirectly) to the threat to the aircraft (whether it be a terrorist or other) . - Deployment of the system should not endanger the aircraft

These features will be considered in more detail below.

Self-containment

The self-contained nature of the system removes the requirement for passengers to be involved in the activation of the system. The deployment of the system would preferably be effected by the aircrew or the cabin crew. Alternatively, an operator who has been specifically assigned the task of monitoring the internal safety of the aircraft may carry out this task.

Operation of the system in this way ensures that the system will be operated by a fully trained and competent person, this being advantageous not only in that it ensures that the safety of the passengers is maintained, but also that the operator's training will allow them to be able to deploy the system in the manner most appropriate to the threat being posed.

Further, and importantly, the avoidance of civilian operation and activation of the system allows control of the system to be effected by a fully trained operator. This should further ensure that passenger anxiety is kept to a minimum.

Targeting the System

It is essential that the deployment of the system can be effected in a controlled and directed manner. In particular, it is imperative that the system is not indiscriminate in its effects during operation. Such accuracy and control means that not only will the system be more efficient in neutralising the threat, but also will importantly avoid any collateral damage to innocent civilians caused by misdirected "friendly fire" .

One particular embodiment of the system would be to prevent hostile situations and in particular to prevent terrorists or other persons with hostile intents assuming control of the aircraft. In such instances, the system would physically target the weak points of the terrorist.

Generally during the hijacking of an aircraft, the terrorist or other hostile party relies on the impotence of the passengers and crew to act against them due to fear of reprisals.

The present system is designed to exploit the fact that a terrorist cannot protect all parts of his body from all angles at all times. Accordingly, the present system can be directed to target exposed points of a terrorist, typically exposed in a terrorist who thinks he is in a strong position but who is in fact vulnerable and open to attack. One specific example of this situation would be where the terrorist or hostile party was standing in the aisle of the aircraft with his back to the cockpit (perhaps even holding a hostage) .

In such a case, a component of the system, such as the rapidly deployed fast-acting tranquilliser darts, could be used to incapacitate or neutralise the hostile party, thus removing him from his position of threat.

Non-Lethal Activity

Preferably the deployment of the components of the system does not lead to mortality of the terrorist or other hostile parties.

As one aspect of the system, the deployment of the darts is specifically designed to prevent the death of the target. This further serves to increase the confidence of innocent civilian passengers as inaccurate or misdirected activation of the system would not lead to mortality of that person.

Incapacitation of the terrorist or hostile party in this manner would further be of benefit in that the person may later be taken into custody.

Safety of Deployment for Aircraft Use

The system specifically uses darts as a medium by which to carry the tranquilliser component of the system. This medium is a preferred method by which a component can be deployed or fired within the cabin in order to introduce the tranquilliser component into the terrorist or other hostile party.

An alternative manner of such deployment would be through the deployment of electrically conducting heads or members which can be used to carry an electrical current which will stun and temporarily incapacitate the terrorist or hostile party. Obviously this will be as effective in the instant incapacitation of the terrorist as the use of fast acting tranquillisers carried by darts.

Summary

In summary, the present system provides effective countermeasures which can be deployed to prevent or restrict the occurrence of hostile situations such as hijacking or the like aboard an aircraft, and in particular an aircraft used for the transport of civilians. The system is further applicable to other locations such as buildings where security is required.

Specifically, the system uses the deployment of fast-acting tranquilliser darts using various methods of deployment . The system further provides restraining means to obstruct the movement of persons down an aisle of an aircraft or about a building.

When applied to the aircraft, the system further allows identification and analysis of passenger movement throughout the aircraft based on an electronic seat map.

Figure 9 shows an example of the series of steps of a mode of deployment of the system, while figure 10 shows a general schematic diagram of the individual components of the system that can by used in conjunction with each other to synergise the effect of the system in defending the aircraft and the occupants of the aircraft.

The system is non-lethal and can be fully targetable. Essentially the deployment of the system does not result in harm being caused to innocent civilians or other persons aboard the aircraft such as cabin crew. Activation of the system is effected such that once activated, the system does not harm or pose a threat to the innocent occupants of the aircraft, rather, the effectiveness of the system is directed to containing and/or neutralising the threat posed by hostile party, whether it be a passenger who is intoxicated by alcohol and acting in a drunk and abusive manner, or a terrorist with aspirations of assuming control of the aircraft.

While various embodiments of the present invention have been described, it will be apparent to those skilled in the art once given this disclosure, that various modifications, changes, improvements and variations may be made without departing from the spirit or scope of this invention.

Claims

1. A security system for monitoring and enforcing control in a location in which security is desired such as an aircraft or building, the system including; - monitoring means for monitoring the security status of the location, - at least one countermeasure device which can be deployed in order to incapacitate a target, and - means for controlling the deployment of the at least one countermeasure device upon activation of the system.

2. A security system as claimed in claim 1 wherein the at least one countermeasure device is a projectile.

3. A security system as claimed in claim 1 wherein the at least one countermeasure device is a dart.

4.' A security system as claimed in claim 2 or 3 wherein the projectile or dart contains a tranquilliser which causes the incapacitation of a target.

5. A security system as claimed in claim 3 wherein the dart is deployed from a delivery unit.

6. A security system as claimed in claim 5 wherein the delivery unit contains a plurality of projectiles or darts.

7. A security system as claimed in claim 5 or 6 wherein the delivery unit can be controlled so as to allow deployment of the projectile or dart along a pre-determined trajectory.

8. A security system as claimed in claim 5, 6 or 7 wherein the projectile or dart is propelled or launched from the delivery unit through the use of compressed air.

9. A security system as claimed in any of claims 5 to 8 wherein the delivery unit can be mounted within a seat, such as a passenger seat of an aircraft or other similar vehicle.

10. A security system as claimed in any of claims 5 to 9 wherein the delivery unit is retained within the head portion of a passenger seat when in a first, stored position and, following activation of the at least one countermeasure device, assumes a second, activated position, protruding from the seat, which allows a projectile or dart contained therein to be deployed.

11. A security system as claimed in claim 1 wherein the at least one countermeasure device delivers a non- lethal electrical charge.

12. A security system as claimed in claim 1 wherein the countermeasure device is a restraining means which, following activation, provides an obstruction which substantially prevents movement of a target within the location in which security is desired.

13. A security system as claimed in claim 12 wherein the restraining means is at least one rod or pole.

14. A security system as claimed in claim 13 wherein the restraining means is constructed of a rigid plastics material or a lightweight metal.

15. A security system as claimed in claim 12, 13 or 14 wherein the restraining means is a rod which, upon activation, moves from a first stored position, to a second protruding position, the rod protruding in a substantially vertical direction and being located so as to obstruct the movement of a target within the location in which security is desired.

16. A security system as claimed in claim 12, 13 or 14 wherein the restraining means is a rod which, upon activation, moves from a first stored position, to a second protruding position, the rod protruding in a substantially horizontal direction and being located so as to obstruct the movement of a target within the location in which security is desired.

17. A security system as claimed in claim 16 wherein when in the inactivated position, the restraining means is retained within a suitable object, such that following activation, a first end of the rod is retained within the object in which it was stored, while the second end of the rod is secured to a second location which provides a securing and holding point .

18. A security system as claimed in claim 17 wherein the object within which the restraining means is retained prior to activation is a seat, such as a passenger seat of an aircraft.

19. A security system as claimed in claim 17 wherein the object within which the restraining means is retained prior to activation is a wall of a building.

20. A security system as claimed in any preceding claim wherein the monitoring means includes a visual seating plan which provides an indication as to whether a seat is occupied or vacant.

21. A security system as claimed in claim 20 wherein the visual seating plan further indicates whether a passenger should be occupying a particular seat.

22. A security system as claimed in claims 20 or 21 wherein the monitoring means further includes an electronic information tablet which allows visual communication.

23. A security system as claimed in claim 22 wherein the tablet also includes touch sensitive panels.

24. A security system as claimed in claim 22 or 23 wherein the electronic tablet allows signalling between a first and second area through the use of at least one electronic tablet located at each of the first and second areas.

25. A security apparatus for the incapacitation of targets within a location in which security is desired, the apparatus including at least one restraining means which assumes a first stored position, and which following an activation step, assumes a second extended position which substantially obstructs movement of a target within the location in which security is desired.

26. A security apparatus as claimed in claim 25 wherein the restraining means is a rod which, upon activation, moves from a first stored position, to a second protruding position, the rod protruding in a substantially vertical direction and being located so as to obstruct the movement of a target within the location in which security is desired.

27. A security apparatus as claimed in claim 25 wherein the restraining means is a rod which, upon activation, moves from a first stored position, to a second protruding position, the rod protruding in a substantially horizontal direction and being located so as to obstruct the movement of a target within the location in which security is desired.

28. A security apparatus as claimed in claim 25 wherein when in the inactivated position, the restraining means is retained within a suitable object, such that following activation, a first end of the rod is retained within the object in which it was stored, while the second end of the rod is secured to a second location which provides a securing and holding point .

29. A security apparatus as claimed in any of claims 25 to 28 wherein the object within which the restraining means is retained prior to activation is a seat, such as a passenger seat of an aircraft.

30. A security apparatus for monitoring passengers seated within a vehicle, and in particular a civilian aircraft, including: - a means for monitoring persons seated in the vehicle, - means for acquiring and processing data received from the monitoring means and comparing them to defined parameters in order to detect passenger movement and potential security threats, and - means for activating an alert signal or security system.

31. A security apparatus as claimed in claim 30 wherein the monitoring means includes a visual seating plan which provides an indication as to whether a seat is occupied or vacant.

32. A method for monitoring and enforcing control in a location in which security is desired, such as an aircraft or a building, the method including the steps of: - monitoring persons located within the location, - acquiring and processing data received from monitoring the location and comparing them to defined parameters in order to detect passenger movement and potential security threats, and - activating an alert signal or security system, this causing the deployment of at least one countermeasure.

33. A transport vehicle including a security system as claimed in claims 1 to 24.

34. A transport vehicle including security apparatus as claimed in claims 25 to 31.

35. A transport vehicle which implements a method as claimed in claim 32.