Share It On

Aviation security is at a turning point. More and more governments, companies and institutions are aware that the current way in which security is dealt with is unsustainable. The move to a risk-based approach seems to be the way forward as, if we keep the current one-size-fits-all approach, the whole system will come to a complete standstill. Given that it is anticipated that, worldwide, the number of passengers taking to the skies will double over the coming decade, if we keep on screening everybody to the same level, the waiting lines will explode. So the question is how we relieve the burden on the security chain whilst at least maintaining, if not improving upon, the existing level of security? Does everybody get the same level of screening? Should the Head of Aviation Security for a state be treated the same as an unknown passenger travelling with a one-way ticket without any checked baggage?

In this personal view I want to focus on an issue that could improve productivity in many countries regarding security. I want to highlight the importance of cooperation. Too many entities are doing their work and their intelligence gathering on their own, thereby limiting the effectiveness of a risk-based security system. If there were better synergy between governments, as well as between states and stakeholders, better solutions could be found. In Europe, the European Commission is interacting regularly on security regulation with stakeholders in the Stakeholder Advisory Group on Aviation Security (SAGAS). Here, all relevant information, threats and proposed legislation is shared and discussed with stakeholders, who can, in return, give input to the Member States as to how the proposed legislation will impact the industry. Of course not all information can be shared with stakeholders, as some is clearly security sensitive; however the quantity of such information is limited and should not prevent discourse on what can be shared. Also within the European Civil Aviation Conference (ECAC), stakeholder input is seen as very important. The European Cockpit Association, which I represent, is a member of the SAGAS as well as most of the working groups of ECAC. 

I attended the 21st IATA AVSEC World in March in New York. Here, most attendees agreed that if we want to move forward and really bring about change, we will have to work together. Best practices can only be realised when all inputs are taken into account and put into a system. To create trusted passenger programmes we need to have information from all intelligence agencies around the world. A good example of this is the so called underpants bomber, Umar Farouk Abdulmutallab, who tried to destroy Northwest Airlines flight 253, en route from Amsterdam to Detroit, on Christmas Day 2009. If intelligence had been shared between states and among intelligence agencies, he would have never been allowed to board an aircraft in the first place.

Unfortunately, the sharing of information is not as common in many other parts of the world as it is within Europe. Many countries are very reluctant to share any aviation security related intelligence or information with other states, let alone with industry stakeholders. Perhaps it is time that, for example, Asian states come together and create something similar to ECAC? This won’t be easy but we must remember that ECAC did not start with all the 44 states it has today. If states like Singapore, Malaysia, Thailand and Japan would start the process, I am sure that many others would both profit from it and, thereafter, be keen to sign up. No one state has the capability to do everything by itself; together they can make a difference.

In ECAC, European states work together in developing standard regulations and share information and studies to improve security by harmonising legislation. Asia has the potential to do likewise and be as influential in the global aviation security arena as the USA or the EU and to be a leader rather than a follower. Asian aviation is growing at a rapid pace and the industry model is very different to that of Europe and the USA, consequently, not all best practices, as defined in the West, can be used in this region. With a confederation of member states, which starts by instilling a sense of trust between members, the struggle for a better and more sustainable aviation security system can be achieved and it can have regional relevance which is in the very spirit of a risk-based approach.

Nico Voorbach is President of the European Cockpit Association.

The article appeared originally in the Aviation Security International Magazine.