Category: Aviation

Checking In On Luggage Tracking

Checking In On Luggage Tracking

Lost luggage is a fact of life for airline travelers. According to the SITA Baggage IT Insights 2024 Report, 36.1 million bags were classified as mishandled in 2023. During that year, “delayed bags made up 77% of all mishandled bags,” the SITA report said. “At the same time, the number of lost and stolen bags slightly decreased to 5% in 2023. Meanwhile, damaged and tampered bags increased to 18%.”

This being said, there were 5.2 billion airline passengers globally during the 2023 travel year, which was the highest annual total since Covid. As a result, “the mishandling rate actually went down from 7.6 to 6.9 bags per thousand passengers,” the SITA report said. “The fact that 49% of airports are investing in baggage processing as part of their business initiatives has helped cope with the recovery in passenger numbers.”

Baggage processing is another term for luggage tracking, and luggage tracking is what this article is all about. As with other areas of air travel and airport operations, modern technology has vastly improved the efficiency, reliability and security of luggage tracking. In this story we’ll look at some of the companies who are in this field, the technologies they’re employing to track airline luggage, and how these technologies are making it more likely that your bags will arrive at the same destination you’re heading to when you do.

Three Key Players

There are three key players in the luggage tracking industry who responded to TSI magazine’s request for interviews for this story.

The first of these companies was Lyngsoe Systems. Its Lyngsoe LIVE Logistics RFID (radio frequency identification) tagging system allows airlines and baggage handlers to label, wirelessly scan and electronically track the location of luggage from ingest to delivery.

Christian Carøe,
Lyngsoe Systems

“By using RFID, Lyngsoe Systems is able to support IATA Resolution 753 on baggage tracking, allowing us to track tagged luggage at four designated handover points (check-in, loading, transfer, and baggage claim) throughout airports,” said Christian Carøe, director of this company’s technology and platform department. “Basically, baggage is lost at handover points, and when you lose a bag in this way you typically do not know who’s actually responsible for making sure that the lost baggage will catch up with you. In this matter, IATA Resolution 753 is helpful, as you are now supposed to have tracking points on your baggage at every single handoff point.”

That’s not all: “Another advantage of utilizing RFID technology is to be able to bulk scan all the bags when they’re in the cart or in the containers that they’ve been stored in before they’re loaded into the aircraft,” Carøe said. “This is a big improvement over manually scanning each individual barcode on a bag.”

SITA bills itself as “the world’s leading specialist in air transport communications and information technology.” At the very least, SITA’s publication of an annual baggage insights report speaks to its commitment to the luggage tracking sector.

Nicole Hogg,
SITA

According to Nicole Hogg, SITA’s director of baggage, “SITA WorldTracer is the world’s only fully global baggage tracing and reconciliation system. In the rare event that baggage is mishandled or delayed, WorldTracer enables airlines to locate a passenger’s baggage anywhere in the world. It is now in use at 2,800 airports worldwide. WorldTracer also works with baggage management and reconciliation systems such as SITA BagManager, which helps airlines, airports and ground handlers reconcile, track and manage baggage from check-in to arrival.”

Also designed to support IATA Resolution 753 and its emphasis on RFID tagging, SITA WorldTracer relies on each piece of luggage being fitted with either a barcode or RFID tag. Each tag, which is linked to the passenger’s personal information file, has a unique identity within the WorldTracer system. Every time the tag is scanned, its location and time of encounter are recorded in the WorldTracer Global Database. When a bag doesn’t show up as expected, it can be located through a real-time search of this database from pretty much anywhere on the planet.

Zebra Technologies is a broadly-based technology firm that helps businesses track their assets using barcode and RFID tagging systems, connect to their frontline workers and employ intelligent automation to improve their processes. “The company operates in more than 100 countries, and our customers include over 80% of the Fortune 500,” said Stephen Mulroy Zebra Technologies’ logistics solutions manager. “Designed for the frontline, Zebra’s award-winning portfolio includes hardware, software, and services, all backed by our 50+ years of innovation and robust partner ecosystem. Zebra provides a number of solutions to the aviation industry above and below the wing, including solutions for customer experience, logistics, inventory management and luggage tracking.”

luggage on trolley

The Evolution of Luggage Tracking

Security Label is a baggage identification and tracking company based in Sarstedt, Germany. “The first luggage tag appeared at the end of the 19th century in Moncton, New Brunswick,” the company says. “It was patented on June 5, 1882, by John Michael Lyon and used for train travellers. It contained several items of information, including the station of departure and arrival, and a consecutive number for reference. The lower part of the ticket was given to passengers, while the upper part had a hole through which it could be inserted into a brass sleeve and attached to luggage with a strap.”

The aviation industry began to adopt luggage tags in the 1920s. They were based on the model used in maritime transport, but one important difference was the necessity to take into consideration the weight of the baggage. Lyngsoe Systems image.
The aviation industry began to adopt luggage tags in the 1920s. They were based on the model used in maritime transport, but one important difference was the necessity to take into consideration the weight of the baggage. Lyngsoe Systems image.

The aviation industry began to adopt luggage tags in the 1920s, after the industry had surpassed its early days of passengers putting their own luggage on small planes. “They were based on the model used in maritime transport, but with one important difference: the weight of the baggage,” the Security Label website said. “While weight was of little importance in the maritime sector, it was essential in aviation in order to distribute the load in the aircraft.”

Airlines began to adopt the baggage tags used by railroads in the 1930s, adding their own logos and spaces to write in the passenger’s name and personal information. “Initially, the industry relied on manual tagging and paper-based systems, but since the 1980s the industry has been using barcodes to track luggage and assign it to traveling passengers,” said Mulroy. “Recently, the advent of RFID technology (as advocated by IATA Resolution 753) has enabled more advanced solutions which allow for real-time tracking and automated data capture, marking a pivotal shift in how luggage is monitored and managed.”

The Current State of Luggage Tracking

Moving to automated baggage handling and tracking has helped deliver the improvements noted in the SITA Baggage IT Insights 2024 Report. “As the airline industry has invested in technology and moved away from manual processes, we’ve already seen the effectiveness of technology for baggage processes,” Hogg said. “The widespread adoption of automated baggage tracking and reclaim technologies such as SITA’s BagManager v6, BagJourney, WorldTracer Tablet, WorldTracer Desktop, WT Self Service, NetScan and Worldtracer Baggage Delivery Service has helped reduce the mishandled baggage rate per thousand passengers by 63% between 2007 and 2023. For instance, SITA BagManager reconciles and tracks bags throughout their end-to-end journey.”

This being said, gearing up to comply with IATA Resolution 753’s requirement for RFID tracking technology is a financial challenge for some airports. “As RFID tags become more common in the industry, smaller airports are having to find the money to add the necessary infrastructure to scan them,” said Carøe. “The difficulty in doing so is the reason why the deployment of RFID luggage tracking is going slower than one might like.”

Nevertheless, progress is being made. “The current state of baggage tracking technology reflects a combination of innovation, increased passenger expectations and the need for operational efficiencies to improve the accuracy of baggage tracking,” Hogg said. “The industry has recognized the importance of technology in addressing current challenges and airlines are investing in IT solutions that enable greater automation and self-service.”

To speed the process up, companies such as SITA are working directly with airlines and airports to address key pain points in the baggage journey through intelligent automation, tracking and digital platforms — with the ultimate goal of restoring passenger confidence in checking in their bags. “We’re also working to provide end-to-end visibility of the entire baggage journey, ultimately enabling passengers to track their bags in the same way they would track the delivery of a parcel,” said Hogg. “The SITA WorldTracer Auto Reflight service automates the process of handling baggage that cannot be carried with the passenger on the original flight, enabling higher volumes of delayed baggage to be processed and minimizing the risk of further disruption at later points in the journey.”

Overcoming Obstacles in the Road

Despite the good news above, there are still obstacles in the road towards minimal misplaced baggage. By and large, these obstacles have been placed by elements not directly related to luggage management itself, but rather indirect factors in the commercial aviation industry.

A case in point: “Today, the pressures on the travel industry and the technology it runs on have grown due to several factors in addition to greater throughput of passengers,” Mulroy explained. “They include passengers’ easy access to technology, enabling access to cheaper flights; rising labor shortages in the sector increasing pressures on airport and airline operators; and a squeeze on operating costs due to competition between carriers, airports and airport operators vying for passenger numbers and flights.”

That’s not all: Factor in airline/airport budget cuts, ever-increasing passenger footfall and passengers traveling with multiple bags on transfer flights, and one can see why tracking baggage accurately remains a challenge. “Suitcases falling from airport delivery vehicles and going unreported, baggage remaining on the aircraft, and unidentifiable lost luggage compound the issue,” said Mulroy. It seems there is a general increase in the need to rush, and rushing creates opportunities for errors.

Despite these obstacles, luggage tracking continues to improve thanks to a synergy of barcode, RFID and mobile data capture technologies. “However, although RFID has a high level of awareness, its adoption is by no means universal,” he said. As a result, lost luggage continues to cost the commercial aviation industry billions of dollars every year.

Overview Airports & Airlines

“Although the number of misplaced or misrouted items has fallen significantly in the last decade, it’s still a problem for many carriers, especially in less popular destinations where tight margins mean every outlay on infrastructure is tightly controlled,” said Mulroy. “Fortunately, automated systems in static installations behind the scenes at airports are capable of scanning and identifying thousands of baggage items an hour, reducing ground staff costs and ensuring smoother, safer, and more secure operations. So when luggage does go missing, passengers can be contacted via their personal details, lowering the number of incoming inquiries to support personnel.”

Ironically, the ability for passengers to now track their bags online thanks to advances in luggage tracking technology has caused issues of its own. “While this capability improves the passenger experience by providing transparency and reducing anxiety, it also creates new complexities for airlines,” Hogg said. “Passengers have an expectation that if they can track their pizza delivery or Amazon package online easily, they should be able to track their bags without problems.” It’s as if they believe luggage manufacturers started embedding GPS tracking devices in their suitcases. But that is a discussion for another day.

Given that the science of luggage tracking is meant to solve problems, it comes as no surprise that the companies in this article are doing their best to address the obstacles noted above. For instance, “partners like Zebra Technologies work closely with airports, airlines and ground handling service providers to ensure that solutions are tailored to meet specific operational needs,” said Mulroy. “RFID and barcode systems are thus being designed for easy integration with existing infrastructures, facilitating smoother transitions and improved interoperability. Additionally, Zebra invests in training and support services (for employees) to ensure that staff are proficient in using our technologies, thereby reducing the likelihood of human error.”

“As an industry, if we don’t tell passengers where their bags are, they will tell us (the airlines), so SITA is now working with Apple to allow passengers to share their Air Tag location with WorldTracer,” Hogg said. “Specifically, SITA WorldTracer Auto Notify provides passengers with real-time information on the status of their baggage, informing them if their baggage is delayed as soon as they disembark from the aircraft. It tells them where the bag is, when they can expect to see it again and directs them to SITA WorldTracer Self Service to enter delivery details. This prevents them from waiting at the baggage carousel for their bag to show up.”

Advances to Come

Luggage tracking has evolved from none at all to RFID-based systems that can chase down bags anywhere on the planet. But as amazing as these capabilities are today, the future could be even more impressive.

“Looking to the future, the industry and its partners should commit to advancing luggage tracking through the development of smarter, more connected solutions,” said Mulroy. “For example, AI and machine learning could be used to predict and prevent issues before they occur, thereby optimizing luggage handling and routing. There’s also the potential of blockchain technology to enhance transparency and security in tracking systems.”

“The future of luggage lies in investments in electronic bag tags with integrated tracking devices, and visual identification of bags using computer vision and AI,” Hogg said. “Investing in these kinds of luggage tracking systems would prevent mishandling, solve problems with unreadable/missing tags, and reduce tracking infrastructure costs.”

All things being equal, the power and potential of luggage tracking systems has yet to be fully tapped. Such are the possibilities, that the incidence of misplaced bags in the future may become so rare as to become remarkable, rather than commonplace.

IBAC Course Teaches Security Fundamentals to Business Aircraft Owners/Operators

IBAC Course Teaches Security Fundamentals to Business Aircraft Owners/Operators

Security has long been a front-of-mind issue for commercial aircraft owners/operators. Security risks are just as real in the business aviation sector. Security threats to business aviation are everywhere, so businesses and individuals who operate in the business aviation community must make sure to have a plan in place that’s active, effective and dynamic. Risks are incredibly varied and can be of a geopolitical, social, cyber, weather or medical-related variety among others, security experts say.

In a bid to address these risks, the International Business Aviation Council (IBAC) hosted an online course this past fall, entitled, “Business Aviation Security Fundamentals” (BASF). It was hosted by Dyami Security Intelligence and IBAC’s International Standard for Business Aircraft Operations (IS-BAO)/International Standard for Business Aircraft Handling (IS-BAH).

According to the BASF course description, “this new live, virtual, two-day course is designed to equip business aviation professionals with the essential tools to safeguard their operations. Learn about aircraft and passenger security, threats from emerging conflict zones, climate activism, and information security. Participants will gain a deeper understanding of effective risk-management strategies, integrating security practices into their organizational framework, and mitigating these potential threats. The course will provide insight into conforming to IS-BAO/IS-BAH standards and its security chapters.”

“Dyami founder and CEO Eric Schouten is the course presenter,” the BASF course description added. “He brings his aviation intelligence and expertise in espionage, terrorist plots, and the MH17 disaster that inspired him to create Dyami, aiming to make security and intelligence services accessible and affordable.”

During the two-day workshop, the business aviation topics covered included security rules and regulations, security awareness and culture, and risk assessment strategies and mitigation. The content was put together by Schouten, IBAC’s IS-BAO director, Andrew Karas, and IBAC’s IS-BAH director, Terry Yeomans.

In a wide-ranging discussion with Transport Security International after the BASF course was held, these three gentlemen explained the motivation for creating it, the security threats faced by business aviation, and the ideas that were shared to address these threats.

Transport Security International: What was the impetus for creating the Business Aviation Security Fundamentals course, and who was it aimed at?

Andrew Karas, IBAC’s IS-BAO director
Andrew Karas, IBAC’s IS-BAO director

Andrew Karas: Here at IBAC, we had thought about it for a couple of years. There’s been a growing need for an awareness of security tailored to business aviation operations.

The course itself was designed to educate people such as flight department personnel, security managers, aviation professionals, and both air operations and ground handling to enhance their understanding of security and best practices as well as touch on some regulatory requirements.

We reached out to Eric and his Dyami team to get some subject matter expertise and bring to the table his experience and the experience of his team, so that they can educate business aircraft operators as well as ground handling organizations on security.

Terry Yeomans, IBAC’s IS-BAH director
Terry Yeomans, IBAC’s IS-BAH director

Terry Yeomans: I think as the reach of safety management systems expands into the ground handling sector, that we need to work out how we’re aligning the practices that we do with our standards and recommended practices between the IS-BAH and IS-BAO systems and how they can interface with security matters. After all, safety and security starts on the ground, and it’s all about trying to get people to talk, to engage, and to understand where those interfaces are and how we can make everyone safer and more secure. So there was a very simple logic behind why we decided to do something.

Transport Security International: Eric, what is your expertise in business aviation security?

Eric Schouten,founder/CEO Dyami
Eric Schouten,
founder/CEO Dyami

Eric Schouten: As a former intelligence liaison from the Dutch Security and Intelligence Service, I have found that the business aviation industry really needs support in knowing how to handle the security threats that are out there. For the people who have to deal with it, who are not doing this on a daily basis or as a full-time job, they need to understand what threats are out there, how to discuss this with the leadership, and also how to deal with it within the budgets that they have in place.

I worked over 13 years at the Dutch Security and Intelligence Service, and most of the time I was the aviation liaison serving the aviation industry with intelligence reporting and awareness. I was dealing with airports, FBOs, and airlines, providing them with the intelligence they needed to have a safe and secure operation on a global level.

I was involved with MH17 crisis management. I shared intelligence on counter-terrorism and counter-espionage situations. And I discovered during my career at the agency that the business aviation industry really needed support in dealing with these threats because airlines usually have large security departments, while the business aviation industry does not. So they also need that same type of intelligence.

Transport Security International: With respect to business aviation security, what are the threats facing the industry today?

Schouten: The most common threat right now is what’s happening in the world. The world is changing rapidly, and geopolitical risks are in place.

So you can’t just run an aircraft operation like you did four to five years ago. Countries are in conflicts. You have to deal with overflight risks, and you also have to understand the destination and what’s happening over there. Civil unrest is rising, which is why you have to understand what’s happening in the country of destination. Is it safe to park your aircraft over there, and how do you deal with espionage risks for your clients?

When you look at security risks from an FBO/airport level, they’re dealing with the rise of activism and it’s not just climate activists. It could also be activists dealing with what’s happening in another side of the country and all of a sudden your operation is affected. It could be that there is a facility at your airport that is providing services or is part of the supply chain of a war abroad and activists find you. So you really have to understand the why and how to counter this.

Transport Security International: So how did you tackle this during the two-day BASF course?

Schouten: Well, the first thing we did was to share stories together. We taught the students to drink coffee together and to share information.

I personally think that’s a very core principle of risk management. You have to be able to share information with others or be able to get help from other organizations, and then you have to identify what are the types of risks. Then you have to feed the risk management assessment with intelligence. You have to feed it by identifying what type of organization you are and what are the threats coming ahead of you.

As it turned out, we had a mix of students. Some of them are aircraft operators and others are FBO type of operations. They have different threat levels. An aircraft operator has to deal with geopolitical risk. What’s happening over there? Meanwhile, the operation on the ground really has to deal with the local risks. So you have different risk appetites. (Note: The Institute of Risk Management defines a risk appetite as “the amount and type of risk that an organization is willing to take in order to meet their strategic objectives.”)

Transport Security International: What relationship does the notion of “risk appetites” have on business aviation security?

Karas: I’ll touch on that, and then I’ll hand it over to Terry if he has any other comments.

My program is the International Standard for Business Aircraft Operations (IS-BAO). Like the IS-BAH program, IS-BAO has a chapter that covers security. That chapter asks organizations to establish and maintain a security program that’s proportional to the threats against the organization. So it asks their personnel and their facilities and their oversight to look at their vulnerabilities and see what requirements they need. Do they have regulatory requirements? Do they have corporate requirements? Do they have individual person requirements? So, our standards provide those questions for operators to answer.

Yeomans: Since the Pan Am incidents (such as the Lockerbie bombing of Pan Am Flight 103), there’s been increased heightened activity about airside activity and airside security. It’s been about trying to get people to think about what their risk appetite is and to start considering what they need to do, not necessarily just to deal with the regulation, but going beyond what the regulation’s looking for.

That being said, the regulation is really aimed at airline security. It’s not designed for business aircraft security. And we do have different risk appetites in terms of the business structure that we have. So it’s good to get people talking to open up and think about, “Well, maybe I’m not alone, maybe I can work this journey with other people that do this in the same way.” And that’s why we’re trying to bring everybody together; ground handling, aircraft operations, security intelligence saying, “Okay, what is out there? What do you think has happened? What have you seen happen in the past? And how can we better educate everybody to think outside the box?”

Transport Security International: So how was the BASF course structured?

Schouten: It was a two-day online virtual course, and what’s important to understand is that we truly made it an interactive course. It wasn’t a PowerPoint slide deck that people see all the time. No, it was all about sharing stories and experiences and deep diving into that with best practices. The best practices are key.

The most important part of the course was to take assumptions away. What organization is doing this? Is that organization doing this for you within the company? Are people doing this or your client assumes that you are taking care of their security risk assessments? Well, in reality, you may not. So you really have to understand that the security culture has to be in place, and also how to work with your board because it’s all about understanding.

Transport Security International: So what did you students learn about business aviation security during the BASF course?

Schouten: Basically what we noticed was a lot of eye-openers taking place.

For instance, the people in charge of business aviation security often get the task because they have backgrounds in the police force or in defense or something like that. And all of a sudden, they’re responsible for the security part of this business aviation operation where there is a challenge and they can’t do this alone. So we saw a lot of students really have an opening up like, “Oh wow, so this is all we need to do, but we need help with this.” And that was very interesting to see.

What I noticed — and Andrew and Terry can correct me or at least add to it — is that business aviation is a fast business. “We have to be somewhere quickly and it’ll be alright.” However, given the world today with the new threats out there, you can’t just operate like you used to.

Yet the assumption that everything will be fine is still there. I really notice it. I was at an aviation conference and you still see this mentality, and that really has to change. We have to change the security culture of assumptions about everything is still okay. We really need to change that.

Karas: To piggyback on what Eric said, from the aircraft operator side the assumptions are that the security situation will be handled at various steps to their destination; that there’s already security measures in place that allow them to have the awareness of overflight risks; the security at their destination, at their hotel or transportation is in place; and that the security situation at the destination is being managed appropriately by the state or the local police authorities. Those are the assumptions that I think many operators have and those assumptions, like Eric probably alluded to, may no longer be valid. I’ll pass it over to Terry because he handles the ground operations side.

Yeomans: Generally all of aviation — particularly in our sector — is very much inward facing: “What’s the security threat to me? What’s the security threat to my company, my workers, my employees?”

What we’re trying to get people to think about is how you can open up those silos; how you can bridge that and work together as a team, rather than that insular inward-looking focus all the time. Because by reaching out and speaking to people saying, “Okay, well what do you see? What do you hear? Can you help me with this?” — that’s going to open up and make everybody much safer in the way we operate.

Transport Security International: So how did the BASF course turn out? And does IBAC plan to offer it again?

Karas: We had seven in this class. We are offering this course as schedules permit, but it’d be offered a few times a year. It’s based on everybody’s availability. We don’t have anything set, but we do plan to offer it in the future.

Schouten: We are very willing to offer this every three months or every two months. And we’re seeing interest in this because a lot of people are struggling with how to deal with the threats out there. Look at the situation right now in the Middle East; it’s really a discussion point at this time. So people are interested in how to deal with emerging conflicts. It’s becoming a topic, so they need guidance and IBAC is providing this now.

Yeomans: Everybody knows there’s a risk, but they believe that it’s covered or somebody else is covering it for them. This course is opening up a pathway to get people to talk about where the gaps are in business aviation security today, and how we can address those gaps.

Unruly Passengers: The Growing Challenge for Airline Security Part one: Understanding the Problem

Unruly Passengers: The Growing Challenge for Airline Security Part one: Understanding the Problem

An “unruly passenger” is defined as an individual whose behavior on a flight disrupts the normal operation of the aircraft or compromises the safety and well-being of passengers and crew. This behavior can manifest in various ways, including physical violence, verbal threats, refusal to comply with safety protocols, tampering with aircraft systems, or harassment of crew and fellow passengers. Unruly behavior is not limited to overt aggression; it also encompasses less obvious actions such as repeated refusal to wear a seatbelt or use of prohibited devices that interfere with flight operations.

According to global statistics, unruly passenger incidents have been steadily increasing. The International Air Transport Association (IATA) reported over 10,000 cases annually in recent years, with some incidents escalating to severe threats or physical altercations. This trend has been exacerbated by the post-pandemic travel surge, where heightened anxiety, altered social norms, and pent-up frustrations contribute to a volatile environment. Airlines have also observed spikes in incidents on longer-haul flights and during peak travel seasons.

In two separate recent incidents, passengers managed to bypass TSA security protocols and board an aircraft without presenting any form of identification or a boarding pass. These alarming breaches were only discovered due to the passengers’ unusual behavior, which drew the attention of flight attendants. While neither passenger exhibited disruptive conduct or carried prohibited items — having passed through TSA metal detectors — the incidents have prompted serious reviews by both TSA and the airline involved.

argument at checkout

Investigations revealed security footage highlighting how easily the individuals circumvented standard procedures, underscoring vulnerabilities in the current system. This repeated lapse has raised concerns about the adequacy of existing safeguards and highlighted the critical need for enhanced vigilance at every checkpoint. The incidents serve as a stark reminder that even non-disruptive passengers can pose significant security risks if fundamental processes are not consistently enforced.

Root Causes

Understanding the root causes of unruly passenger behavior is essential to addressing the problem effectively.

1. Psychological and Behavioral Triggers:

• Stress: The stress associated with travel — from security checks to navigating crowded terminals — can lead to heightened irritability. Fear of flying is another significant stressor that can trigger panic or aggressive outbursts.

• Substance Use: Excessive consumption of alcohol, often available in airport lounges and on flights, is a leading contributor. Some passengers may also use recreational drugs before boarding, further impairing judgment.

• Mental Health Issues: Unmanaged or undiagnosed mental health conditions, such as anxiety disorders, bipolar disorder, or schizophrenia, can exacerbate the risk of disruptive behavior.

2. External Factors:

• Flight Delays and Overcrowded Airports: Prolonged delays, cancellations, and overcrowding create frustration and fatigue, leading to shorter tempers and reduced tolerance.

• Perceived Customer Service Issues: Passengers who feel disrespected, ignored, or mishandled by airline staff may become combative. Issues like lost luggage, seating disputes, or miscommunication often act as flashpoints.

• Cultural Differences and Misunderstandings: Variations in cultural norms and language barriers can lead to misinterpretations and conflicts, particularly on international flights.

Impact on Airlines

Unruly passenger incidents have far-reaching consequences for airlines, affecting safety, operations, and reputation.

1. Safety Concerns:

• Physical altercations or threats can directly jeopardize the safety of passengers and crew. In extreme cases, such incidents can escalate to attempts to breach cockpit security or interfere with flight controls.

• Even minor disruptions require the crew’s attention, potentially detracting from critical operational duties, especially during takeoff, landing, or in-flight emergencies.

2. Operational Disruptions:

• Flights may need to divert to the nearest airport to remove disruptive passengers, leading to substantial operational costs. Diversions typically include additional fuel, airport fees, and the logistical challenges of rebooking passengers.

• These incidents often result in cascading delays, disrupting schedules for connecting flights, crew availability, and airport operations.

3. Brand Reputation and Legal Implications:

• Airlines risk damaging their reputation when incidents involving unruly passengers gain media attention. Public perception of inadequate safety measures or poor handling of incidents can lead to loss of customer trust.

• Legal consequences, including lawsuits from passengers or crew injured during incidents, can be costly. Airlines may also face regulatory scrutiny if found negligent in managing such situations.

Regulatory Environment

Addressing unruly passengers requires a robust regulatory framework supported by international collaboration.

1. International Guidelines:

• The International Civil Aviation Organization (ICAO) has developed comprehensive guidance on managing disruptive passengers, emphasizing the need for consistent global enforcement. The Montreal Protocol of 2014, an amendment to the Tokyo Convention, expanded jurisdictional authority to address unruly passenger behavior more effectively.

• Regional regulatory bodies, such as the Federal Aviation Administration (FAA) in the United States and the European Union Aviation Safety Agency (EASA), enforce specific measures, including mandatory reporting of incidents and penalties for airlines failing to manage such situations adequately.

2. Penalties and Enforcement:

• Penalties for unruly passengers include substantial fines, imprisonment, and bans from future flights. In some jurisdictions, passengers are held financially responsible for costs incurred due to diversions or damages.

• Despite these measures, enforcement challenges persist. Jurisdictional complexities arise when incidents occur in international airspace or on foreign carriers, making prosecution and extradition difficult.

• Preventative Measures at Check-In

• Airlines can take proactive steps during the check-in process to reduce the likelihood of encountering unruly passengers.

1. Behavioral Observation and Profiling:

• Train check-in agents to identify signs of stress, intoxication, or erratic behavior in passengers.

• Use discreet behavioral screening protocols to flag high-risk individuals for further assessment.

2. Enhanced Communication:

• Provide clear and polite communication during the check-in process to alleviate passenger frustrations. Explain policies and procedures to preempt confusion or disputes.

• Offer assistance to passengers who appear anxious or overwhelmed, such as families traveling with young children or individuals with visible disabilities.

3. Strict Alcohol Policies:

• Partner with airport vendors to limit the sale of alcohol to visibly intoxicated individuals.

• Monitor passengers for signs of inebriation during check-in and issue warnings or deny boarding if necessary.

4. Conflict De-escalation Training:

• Equip check-in staff with conflict resolution and de-escalation techniques to handle difficult passengers calmly and effectively.

• Maintain a visible presence of security personnel near check-in counters as a deterrent and for immediate intervention if required.

5. Pre-flight Notifications and Warnings:

• Send passengers reminders of the airline’s behavior policies and consequences for violations before they arrive at the airport.

• Display visible signage at check-in counters about the legal repercussions of unruly behavior.

By addressing potential triggers and identifying problematic behaviors early in the travel process, airlines can reduce the incidence of disruptive events, enhancing safety and improving the overall travel experience for all passengers.

Join us for Part Two: Training as a First Line of Defense. “Equipping the Frontline: the Role of Training in De-escalating Unruly Passenger Incidents” in the next issue of TSI magazine.

About the Author

With more than 25 years of experience, Frederick Reitz specializes in developing and implementing advanced security strategies to enhance air travel safety and operational efficiency. He holds a B.S. in Aviation Management and a master’s in Aeronautical Science from Embry-Riddle Aeronautical University and is currently pursuing a Ph.D. in Conflict Analysis and Resolution at Nova Southeastern University, with a focus on unruly passengers and conflict within the aviation industry. Reitz is currently director of security at Magnifica Air.

Part one: Understanding the Problem

Frankfurt is First Airport to Regularly Use Walk-Through Scanners from Rohde & Schwarz for Passengers

Frankfurt is the world’s first airport to regularly employ walk-through scanners for passenger security checks. Following a roughly one-year test phase at Concourse A in Terminal 1, the German Federal Police have authorized the full-scale use of the Rohde & Schwarz QPS Walk2000 air travel security system. The QPS Walk2000 provides significantly greater comfort and convenience at security checks: instead of having to freeze in an awkward posture for scanning, travelers can simply walk through the scanner at a normal speed.

About 18,000 departing passengers commute through this checkpoint daily. Going forward, the outlook is to extend the use of this technology to additional security check lanes in Terminal 1 and also deploy it in the new Terminal 3.

“We’re the world’s first airport to set a new standard of passenger security with this 360° walk-through scanner,” says Alexander Laukenmann, head of Fraport AG’s aviation division. “During the test phase we worked closely with the German Federal Police to optimize its operation and pave the way for its certification. This is part of our ongoing efforts to improve the passenger experience by using the latest technologies to make checkpoints faster and easier to navigate while upholding our high standard of security. A special thank you goes to the whole project team.”

Andreas Haegele, vice president microwave imaging at Rohde & Schwarz, stated: “The very successful joint testing and evaluation of the walk-through scanner by the Federal Police and Fraport at Frankfurt Airport are an example of excellent collaboration by all of the involved parties. We’re very proud to be contributing to an advanced, innovative and globally new approach for screening passengers at airports.”

The millimeter-wave technology used in the QPS Walk2000 scanners also penetrates clothing while an avatar pinpoints potentially dangerous objects in real time. If an alarm is triggered, security personnel can focus on the specific indicated area instead of having to completely rescan the passenger.

Since taking responsibility for the aviation security checks at Frankfurt Airport, Fraport has invested around 22 million euros to equip the security checkpoints with advanced CT techology and innovative lane designs.

Fraport’s responsibility for managing the security checks: Since January 1, 2023, Fraport has been responsible for of organizing, managing, and operating the roughly 160 security lanes at Frankfurt Airport. The German Federal Police continues to be responsible, among other things, for defining general requirements relevant to aviation security, providing the required legal and technical supervision, ensuring overall aviation security, providing armed protection for checkpoints, approving new inspection equipment, and certifying and recertifying airport security screeners.

DSEI Germany: Launching Germany’s New Defence and Security Trade Event

The global security order is facing unprecedented challenges. Russia’s war of aggression against Ukraine, growing geopolitical tensions, and the vulnerability of critical infrastructures are demanding an increased commitment to defence and security issues from Germany and other European countries. DSEI Germany will be held for the first time from 19 – 22 January 2027 at the Messegelände Hannover (Hannover Exhibition Grounds) to address this demand. 

DSEI Germany is organised by Deutsche Messe AG in partnership with the organisers of DSEI UK and DSEI Japan, the world’s leading security and defence exhibitions. DSEI UK and DSEI Japan take place every two years in London and Tokyo respectively.

DSEI Germany will showcase the modern military equipment, armaments, technologies, products, processes, and materials required to ensure national defensive potential, the ability to meet alliance commitments, and geopolitical security. The event will support industrial companies and their suppliers to meet the increasing demand brought about by the “Zeitenwende,” the turning point which is transforming Germany’s defense policy. 

The security policy priorities of NATO and the EU will form the basis of the debate, with military leaders and civilian decision-makers discussing strategic defence issues and opportunities for partnerships. 

Following the historic “Trinity House” agreement between the UK and Germany, with the aim of deepening security and defence cooperation between the two countries, DSEI Germany will provide a forum for consolidating and expanding partnerships and alliances both within Europe and worldwide, while promoting cooperation in security policy.

Today’s defence requirements are becoming increasingly complex and demand comprehensive, networked solutions in all areas of the modern army. The trade fair offers industry partners a platform to present capabilities and technologies tailored to the respective military needs.

DSEI Germany is receiving comprehensive support from Germany’s Federal Ministry of Defence and Bundeswehr: “The turning point in Germany’s defence policy not only requires us to reorientate our defence strategy but also calls for technological and industrial capabilities to be promoted in a targeted manner,” explained Boris Pistorius, the Federal Minister of Defence. “DSEI Germany can provide Germany with an important platform to demonstrate its defence capabilities, technological leadership, and innovative strength on the international stage.”

Olaf Lies, Lower Saxony’s Minister of Economic Affairs, said: “The announcement of DSEI Germany is an important signal for Lower Saxony as an important industrial location. After all, the view of the defense industry has changed fundamentally, not least as a result of Russia’s war of aggression against Ukraine. In view of the current geopolitical challenges, the importance of close cooperation between industry, research and politics to develop new solutions for the security and defence capabilities of Germany and Europe is more evident than ever. Our security and resilience are directly linked to the operational readiness and capabilities of our armed forces.  Hannover as the location of this new leading trade fair not only strengthens our defence industry, but also numerous suppliers and partners who play a key role in the value chain. Lower Saxony is an important location for industry in Germany and it is therefore only logical that Deutsche Messe AG is also involved in this sector and makes a decisive contribution to networking the industry.  The Zeitenwende described by Federal Chancellor Olaf Scholz requires us as a society to set the right course for the business location. DSEI Germany offers a platform on which strategies, innovations and new partnerships can be established in order to meet the challenges of our time with combined forces. The fact that we in Lower Saxony are hosting this event shows that we are prepared to take responsibility here”. 

“DSEI is a long established and respected brand in the defence and security sector and has a strong reputation for delivering events of outstanding value for the global audience we serve at both DSEI in London and Tokyo. DSEI Germany presents a key opportunity to bring the domestic industry together with its allies and partners to demonstrate capability and concepts,” said Chris Gallon, CEO, EMEA for DSEI.

“No other trade fair company has a national and international political network that can match that of Deutsche Messe,” said Dr. Jochen Köckler, CEO of Deutsche Messe. “Together with the DSEI team, and in combination with our modern premises which have a long track record of hosting world-class industrial trade fairs, we can wield our strengths in a targeted manner to make an important contribution toward strengthening security in Germany and elsewhere in Europe.”

Rebels Close Down Airport in Congo

The Rwandan backed M23, a group of Congolese rebels, along with Rwandan forces, shut down the airport in Goma. Thousands reportedly fled the area due to the fighting which killed 13 UN peacekeepers. The airport serves as a regional hub for security and humanitarian efforts in the area.

The U. N.’s top humanitarian official in the Democratic Republic of Congo (DRC) on Tuesday called for Goma airport to be urgently reopened, warning its continued closure is paralyzing relief operations.

“Goma airport is a lifeline,” said Bruno Lemarquis, UN deputy special representative of the secretary-general. “Without it, the evacuation of the seriously injured, the delivery of medical supplies and the reception of humanitarian reinforcements are paralyzed.”

Lemarquis urged all parties to “shoulder their responsibilities” and facilitate the immediate reopening of the airport. “Every hour lost puts more lives at risk. This is an absolute emergency. All those involved must act without delay to enable humanitarian flights to resume operations and guarantee access to relief supplies,” he said. “The survival of thousands of people depends on it.”

FAC Gives Cautious Welcome to Heathrow Expansion

Farnborough Aerospace Consortium (FAC) has given a cautious welcome to the Chancellor’s announcement to permit a third runway at Heathrow Airport. The trade association, based at the center of the county’s most important aerospace and aviation region, represents hundreds of businesses in the industry.

Its CEO, Alan Fisher, a sector veteran, said that a third runway could help boost the economy and provide much needed optimism for his members. He said that growth provided by the airport expansion could lead to further investment in Sustainable Aviation Fuels, hydrogen power and cleaner aircraft. And he welcomed news of a £63m investment for the Advanced Fuels Fund. 

Chancellor Rachel Reeves said that the decision about whether to build a new runway at the country’s only hub airport “cannot be ducked any longer.” She argued that the runway could create 100,000 jobs and that the CBI, Federation of Small Businesses, Chambers of Commerce and the Unite and GMB unions said the runway was ‘badly needed’.

“I have always been clear that a third runway at Heathrow would unlock further growth, boost investment, increase exports and make the UK more connected,” Chancellor Reeves said.

She said that proposals would be invited by the summer and an assessment would be made through the Airport National Policy Statement. The Chancellor insisted that the project would be value for money and it would be delivered ‘in line with our legal, environmental and climate objectives.’ 

“Heathrow are clear that their proposal for expansion will meet strict rules on noise, air quality and carbon emissions,” she added.

FAC’s Alan Fisher said: “The Chancellor is correct when she said we haven’t had a new runway built for 80 years. With a third runway Heathrow would have increased capacity and with upgrades to other airports it does send a positive message to the aerospace and aviation industries. The sector has been at the forefront of innovation in making flight cleaner and greener, and has taken onboard the drive towards net-zero flight. Every generation of aircraft and every new fuel is far better for the environment than the previous one, so boosting the aerospace and aviation sectors will help power research and development into more new technologies. The announcement of investment in the Advanced Fuels Fund is welcome as we have members directly involved in creating new fuels. We all know that the Heathrow expansion debate has been raging for decades, with passionate advocates on both sides of the argument. So we well have to wait and see what emerges from the proposals for the expansion when they are put forward, and we will be closely watching updates through the Airport National Policy Statement. The UK is a world leader in aerospace – and always has been – and to keep it that way we need a government to support the sector in every way it can. So announcements of investment in our airports is to be welcomed, but as always the devil will be in the details.

Air Busan A321 Catches Fire in South Korea

An Air Busan Airbus A321 caught fire at Gimhae International Airport in Busan in South Korea on Tuesday, January 28. All 169 passengers and seven crew evacuated without casualties. The flight was preparing to depart for Hong Kong when the fire erupted.

Reports say the fire began inside the tail of the aircraft. All passengers and crew evacuated using the emergency slides. Several people were reportedly injured during the evacuation and taken to a local hospital.

Regula Launches Full Support for Digital Travel Credentials in Latest Software Update

Regula, a global developer of forensic devices and identity verification solutions, has updated its Regula Document Reader SDK. Now, the software fully supports the new Digital Travel Credential (DTC) format, aligned with the International Civil Aviation Organization (ICAO) standards. This enhancement enables governments, airlines, and border control authorities worldwide to process travel documents with unmatched security, efficiency, and ease—whether on-site or remotely.

The DTC is a secure digital solution that streamlines travel experiences. It consolidates key personal information into a single virtual document that travelers can store on their mobile devices or upload to their digital wallets and share whenever needed. The main goal of the DTC is to facilitate clearance procedures during travel and ensure that people are eligible to enter their destination before they board a flight.

The process of DTC-VC creation

The ICAO has defined three types of DTC, each offering varying levels of convenience and security for travelers.

  • DTC Type 1 allows travelers to create their own digital credentials by extracting a Virtual Component (DTC-VC) from a physical electronic identity document, stored on their personal device. However, travelers must still carry the original document for identity verification.
  • DTC Type 2, issued by authorities, combines a cryptographically linked Virtual Component (DTC-VC) and a Physical Component (DTC-PC). This format adds an extra layer of security while maintaining a connection to the physical document.
  • DTC Type 3 represents the future of travel identification: a fully digital document issued directly by authorities. Unlike the other types, it eliminates the need for a physical ID, streamlining identity verification for a completely digital experience. 

Now, with Regula Document Reader SDK, users can create and reprocess DTC-VC from ePassports, and verify it by passing DTC-VC data as input. Also, support for handling DTC-PC has been introduced. The updated Regula Document Reader SDK can:

  • read the document’s RFID chip with a smartphone or passport reader and create DTC-VC;
  • recognize, read, and verify DTC-VC with a smartphone, passport reader, or server;
  • read DTC-PC with a smartphone or passport reader, parse its data, and verify it.  

The updated Regula Document Reader SDK is equipped with advanced features that fully support DTC implementation.

  • Trustworthy NFC verification. First and foremost, it provides trusted server-side NFC verification of the ID so it ensures accurate and trustworthy DTC-VC creation. Since all the data from the chip can be verified on a secure server, there is no need to question the reliability of the checks performed by a mobile device (which is prone to manipulation). Such an approach ensures that the virtual component of a traveler’s document is secure and taken from an authentic ID.
  • Compliance with ICAO guidelines and technical reports. Regula Document Reader SDK not only verifies DTCs but also guarantees that each DTC fully complies with ICAO guidelines and technical reports. This makes Regula’s solution an indispensable tool for airlines and governments so they can be confident in the validity of travelers’ DTCs.
  • Future-ready technology. In addition to supporting DTC-VC, Regula’s technology is fully compatible with handling DTC-PC. Looking further ahead, Regula is ready to process DTC Type 3, a digital passport that is expected in the next several years.

To facilitate the fast and smooth global application of DTCs, Regula Document Reader SDK relies on the most comprehensive identity document template database, which is owned and maintained by Regula. Currently, it contains more than 14,000 ID templates from 251 countries and territories, and it’s constantly growing.

Regula Document Reader SDK is designed for easy integration into third-party applications, allowing clients to incorporate this advanced DTC-ready technology seamlessly into their existing systems. With customizable options, businesses can adapt the solution to meet their unique operational requirements while providing end users with a secure, streamlined digital experience.

“We see that the world is rapidly moving to embrace digital IDs. According to the Forrester Consulting study commissioned by Regula earlier in 2024, nearly half of businesses around the world, 42%, are actively integrating digital IDs into their systems. For the Aviation sector, this rate is even higher: 50%. By ensuring full DTC support in the latest update of Regula Document Reader SDK, we are helping our clients to smoothly transition to the future of travel, where secure, digital-first solutions redefine the passenger experience.” — Ihar Kliashchou, Chief Technology Officer at Regula

Smiths Detection Lightweight Chemical Detectors (LCD) Selected by Japan Ministry of Defense

Threat detection and security screening technologist Smiths Detection is to supply LCD 4 personal chemical detectors to the Japan Ministry of Defense (JMOD) for deployment via its Ground Self-Defense Force (JGSDF).

Following an extensive and competitive product evaluation by the JMOD, the LCD3.3 and LCD 4 were chosen for their exceptional performance and flexibility. Easy integration into the JMOD system were also key selection factors.  

“The JMOD’s decision to invest in this technology underlines the LCD’s status as the most widely deployed personal chemical detector in armed forces across the globe,” commented Dr. Sarah Robinson, portfolio director – CBRNE at Smiths Detection. “We are customizing this new consignment to meet the specific detection demands of the JMOD and, of course, to include a Japanese language option.”

Compact and wearable, the LCD 4 provides advanced warnings, detecting and identifying gas and vapour threats at or below immediate danger to life and health (IDLH) levels. Using the latest Ion Mobility Spectrometry (IMS) technology, it can determine the agent or type, class, concentration and dosage of chemical exposure.

In the future, a simple XID add-on could expand the gas and vapour detection capabilities to include solid and liquid sampling; plus detection of narcotics, explosives and low-volatility chemical traces such as Novichok (a new chemical warfare agent).

Handled locally by Smiths Detection’s distribution partner, S.T. Japan, the contract includes a total of 462 units with delivery staggered between January and March 2025 and January 2026.