When exporting goods from the U.S., there are two main Transportation Security Administration (TSA) cargo screening programs set up to ensure the security and safety of air cargo. A separate program run by U.S. Customs and Border Protection (CBP), in conjunction with TSA, handles security and screening for imported cargo arriving in the U.S.
It’s important, therefore, for shippers to become familiar with the workings of each program, how they are interrelated, and what is involved in ensuring compliance so your air cargo flows smoothly.
Known Shipper is a TSA cargo screening program that was introduced following the terrorist attacks on Sept. 11, 2001. Its purpose is to ensure the safety of domestic and international air travel on passenger flights originating in the U.S. Known Shipper in effect eliminated the prior, frequent practice of anonymously shipping documents, parcels, counter-to-counter packages and freight on domestic-origin passenger flights.
TSA doesn’t publish the specific requirements for becoming a Known Shipper, because that would defeat the purpose for which it was created: passenger airline safety and security. In general, TSA looks for secure infrastructure, access controls, surveillance at cargo sites, and vetted employees (background checks, threat assessments, and security training). There is no direct public application process. Instead, shippers work through an airline directly or their freight forwarder, which submits their details to TSA’s database for verification. TSA then confirms whether the company qualifies as a Known Shipper.
The benefits of becoming a Known Shipper include faster air transit, as there is less transshipment between legs; greater flexibility based on more flights and routes than cargo planes; and less scrutiny from Customs vs. cargo from “unknown” shippers.
Andrew Rozek, president of freight forwarder I.C.E. Transport, with offices in New Jersey, the UK, and Poland, said the Known Shipper program isn’t a standard program involving an application. Instead, it’s a process where a history of screened and safe shipments places a company on the Known Shipper list. “For that reason, it’s beneficial for a shipper to use the same forwarder for a number of consecutive shipments in order to build that history with the TSA,” Rozek said.
Check out our FAQ on the Known Shipper Program.
On June 30, 2021, TSA required 100% screening of U.S.-origin air cargo destined for non‑U.S. locations on all‑cargo aircraft. To help the industry meet this, TSA allowed temporary “Impractical to Screen” (ITS) amendments, which expired in October 2023. Now, cargo that was previously moved under ITS must either enter the air cargo supply chain through the Certified Cargo Screening Program (CCSP) or be screened by the air carrier.
CCSP – not to be confused with the Certified Cloud Security Professional program – allows Certified Cargo Screening Facilities (CCSFs) to screen cargo before tendering to an Indirect Air Carrier (IAC), such as a freight forwarder, or to an airline. CCSFs must follow a TSA cargo screening security program, screen at the piece level, protect the chain of custody, and accept TSA validations and inspections. 3PLs, manufacturers, shippers, warehouses, distribution centers, and IACs can apply.
Benefits include faster cargo movement and no additional screening once freight is accepted from a CCSF, whether it flies on passenger or all‑cargo aircraft. TSA does not charge to become a CCSF, but facilities may need to invest in screening equipment or conduct physical searches to meet the requirements.
Air Cargo Advance Screening (ACAS) is a joint program between CBP and TSA to address cargo screening. It was created as a voluntary pilot program in response to the October 2010 “printer bomb” plot, and became mandatory in June 2019.
The goal of ACAS is to strengthen air cargo security by identifying high‑risk shipments before they are loaded on aircraft bound for the U.S. ACAS ensures that shipment data reaches CBP before loading, enabling joint CBP-TSA targeting to identify and stop high‑risk cargo prior to departure for the U.S.
Under ACAS, certain shipment data must be electronically transmitted to CBP prior to loading. This “pre‑loading advance security filing” includes the so‑called 7+1 data elements:
CBP analyzes this data and issues one of several responses:
For supply chains, ACAS timing is critical. CBP strongly recommends submitting data as early as possible. Last‑minute filings increase the risk of delays if CBP requests clarification or additional screening before departure.
Known Shipper, ACAS, and CCSP are three pieces of the same TSA cargo screening security system. They work at different points in the chain, but they overlap and constantly inform one another.
Known Shipper is the “front gate” for passenger aircraft. It doesn’t screen freight but controls who is allowed to tender cargo that will move on passenger flights under TSA regulation. Airlines and indirect air carriers (IACs) check the TSA’s KSMS database to determine whether a shipper’s freight is even eligible to be booked on a passenger aircraft. If not, it generally must move on an all‑cargo/freighter aircraft instead.
|
Feature/ |
Known Shipper (KSP) |
ACAS (Air Cargo Advance Screening) |
CCSP (Certified Cargo Screening Program) |
|
Primary Purpose |
Control who can tender cargo for passenger aircraft |
Identify high‑risk shipments before loading on U.S.-bound flights |
Enable secure pre‑airport screening of cargo in the supply chain |
|
Core Question |
Is this shipper allowed on passenger flights? |
Does this shipment pose elevated risk? |
Has this cargo been screened to TSA standards before the airport? |
|
Scope (Geography) |
Mostly U.S.-origin and domestic cargo |
Cargo destined for/transiting the U.S. |
Facilities handling cargo for U.S. air transport |
|
What’s Required? |
Shipper vetted and listed in TSA KSMS database |
Pre‑loading data filing (7+1 elements) to CBP |
Physical screening at piece level under a TSA security program |
ACAS sits at the shipment‑data level, especially for U.S.‑bound traffic. Carriers and certain forwarders send CBP/TSA a pre‑loading “7+1” data set for each shipment. ACAS then evaluates what is moving, from whom, to whom, and how, and will respond with one of the four response options mentioned earlier. Known Shipper status is one of many contextual factors that can shape risk, but ACAS looks at individual shipments, not just shipper identity.
CCSP is where the physical screening happens, often upstream of the airport. A CCSF – which can be a shipper, 3PL, warehouse, IAC, etc. – screens cargo to TSA standards, maintains chain of custody, and documents that it is secure before it reaches the airline.
Together, you can think of it this way:
In practice, a Known Shipper may use CCSP to pre‑screen freight, while ACAS assesses each shipment and can require further action before loading.
CBP and TSA have strengthened the ACAS program in response to evolving threats, including incendiary attacks at European air cargo facilities in July 2024 , as well as classified intelligence indicating similar plots.
Previously, air cargo data could be filed hours before arrival, meaning aircraft could be airborne before CBP saw any shipment details. The 2018 ACAS rules fixed this by requiring “pre‑loading” data (the 7+1 elements) and enabling CBP to issue Do‑Not‑Load (DNL) orders, referrals for more information, or referrals for enhanced screening under TSA security programs.
The new interim final rule keeps that structure but expands what must be filed. ACAS filers must now provide additional mandatory, conditional, and optional data elements that go beyond the existing set. These enhanced elements give CBP and TSA a clearer view of the parties involved, their relationships, financial aspects, online marketplaces, and higher‑risk individual shippers. Tested with the industry since August 2024, these changes are now being permanently mandated to improve threat detection without unnecessarily disrupting commerce.
Understanding the three interrelated TSA cargo screening programs (Known Shipper, ACAS, CCSP) is not a one‑time exercise. Requirements evolve, acronyms multiply, and the cost of getting it wrong shows up as shipment delays, extra screening, storage fees, and strained customer relationships.
A seasoned freight forwarder like I.C.E. Transport helps shippers turn this complexity into a predictable process. Because we work daily with airlines, IACs, and regulators, we understand how Known Shipper history is built, when CCSP participation makes sense, and how ACAS timing and data quality affect your flight plans.
Practically, that means we can advise whether passenger or all‑cargo options fit your profile; make sure screening and documentation are completed on time and to standard; and help you structure routings that balance security, transit time, and cost. Working with I.C.E. Transport means you don’t have to be an expert in every cargo security program, but just need a capable partner who is. Contact I.C.E. today to find out more.