Anticipating the next terrorist threat

The following article appeared in the Sydney Morning Herald on 6 January 2010

Amsterdammers, famous lovers of the unconventional, will soon have their most intimate body parts on display, down to the last piercing, when they fly.

Airline passengers leaving from Schiphol Airport to anywhere in the US will be the first in the world to be routinely scrutinised by security staff sitting behind full-body scanners.

The Netherlands will be the first, but other European countries will follow suit. The introduction of the scanners is likely to be a key part of US President Barack Obama's recommendations following the failed Christmas Day plot by Nigerian Umar Farouk Abdulmutallab to bomb a Northwest Airlines flight from Amsterdam to Detroit.

Australians should expect to shed their inhibitions and submit to full body scans, because the use of the radio wave devices will certainly become the international standard following the attempt. Yet history has shown that aviation security has consistently lagged behind terrorists' techniques. Worse still, it requires an attack or attempted attack on the US before security experts take notice.

At a recent Asia-Pacific Airport and Aviation Security conference in Melbourne, countless examples of terrorist groups learning successful techniques from each other were cited. In 1995, a plot to simultaneously detonate liquid explosive bombs on up to a dozen trans-Pacific flights was foiled after a dummy run went awry and a nitroglycerine bomb exploded, killing one, on a Philippine Airlines flight. Yet it took a plot by British Islamic fundamentalists a decade later targeting US cities before restrictions on liquids and gels were introduced.

Similarly, Algerian hijackers first thought of using a plane as a missile to hit Paris as far back as 1994, but only after the attacks of September 11, 2001, were cockpit doors reinforced. Baggage reconciliation was introduced only after Lockerbie and metal detectors became mandatory only after several hijacked Cuban aircraft killed Americans in the 1960s.

But every terrorist attack against a US-bound airliner has been trialled elsewhere. A month before Abdulmutallab loaded his underwear with plastic explosive, a Somali national was arrested trying to board a Dubai-bound Daallo Airlines flight in Mogadishu with the same choice of daks.

Full body scanners are more effective than traditional X-ray arches and produce a silhouette of the body, identifying any concealed items. Yet they also reveal breasts, genitalia and other intimate details many would rather remain hidden, leading to howls of protest by privacy groups.

Adelaide, Melbourne and Sydney airports have all trialled the scanners, but only for volunteers. As an alternative to a pat-down, many find the walk-through less intrusive, the Department of Transport's Office for Transport Security said during the trial.

Dutch and British airports will be able to deploy the scanners quickly because they already own them, but had been blocked by European Union privacy laws from using them. EU ministers will meet next week to discuss what measures (such as same-sex scrutineers, deletion of images and de-identification of passengers) are required to get the ban lifted.

Canada and the US will also publish guidelines and together a new set of de facto international guidelines will be created. Australia will grapple with the privacy issues too, but faced with a likely ban on passengers flying to the US from airports without the new technology, resistance will be futile.

There is a whole arsenal of new kit out there, from spectrum analysers to pick up liquid explosives in drinks bottles to face-recognition technology linking closed-circuit television to watch lists.

To read the rest of the article, click here to go to the SMH site.

7.30 Report - Pilot safety

Justin Wastnage interviewed as part of Australian Broadcasting Corporation's 7.30 Report current affairs program.

Broadcast: 25/09/2007
Reporter: Mark Willacy

The recent fatal plane crash in Phuket has raised new concerns about air safety and pilot training. Australia is considering a new licensing system for co-pilots which puts more emphasis on flight simulators over actual flying time. But critics warn this training is inadequate.

Transcript

KERRY O'BRIEN: Fatal plane crashes in Indonesia and Thailand this year with more than a hundred deaths, while still being investigated, have both put the issue of pilot competency in the spotlight. In Australia, there are warnings that our own commercial air safety could be compromised by a proposed new licensing system for co-pilots. Australia's air safety watchdog is overseeing a trial of a new system in Brisbane, which involves a greater emphasis on flight simulators over actual air time. Its supporters say it gives budding pilots a better idea of extreme conditions behind the controls. Others claim it means trainees with just 10 hours actual flying time could receive what's called a multi-crew pilot's licence.

Mark Willacy reports on this controversial scheme.

MARK WILLACY: By any standard, 2007 has been a horror year for commercial air safety. It started on New Years Day, with the crash of an Indonesian 737 which killed everyone on board. Two months later in Yogyakarta, another Indonesian airliner exploded after careering off the end of a runway. 22 people, including five Australian, died. Earlier this month, 89 people were killed when a Thai plane crashed in bad weather on the resort island of Phuket. Hundreds more have died this year in accidents in South America and Africa.

PETER GIBSON, CIVIL AVIATION SAFETY AUTHORITY: One of the factors that's behind 80 or 90 per cent of accidents are mistakes by people on the flight deck. Now if we can train our crews from Day One in their pilot training to look for those errors that they're making, to look for the mistakes they can make, to look for the threats to safety and to identify those accurately and take actions to avoid them, then we can avoid accidents.

PILOT TRAINER: Alpha Echo Alpha, you're cleared for take-off, runway left. We note that there are thunderstorms in the area.

MARK WILLACY: This is how the Civil Aviation Safety Authority hopes the pilots of the future will be trained to avoid accidents. In Brisbane, the Airline Academy of Australia in conjunction with Boeing is trialling a new training regime involving one of the most advanced flight simulators in the world. If the new regime is implemented in line with International Civil Aviation Organisation guidelines, trainees could qualify for a commercial copilot's licence after just 10 hours solo flying in an actual plane.

JUSTIN WASTNAGE, NEWS EDITOR, 'TRAVEL WEEKLY': ICAO has introduced this new class of licence called a multi-crew pilot's licence, which really is a speeded-up version of the commercial pilot's licence, essentially spitting out some copilots rather than fully-trained captains with a lot of work done in simulators rather than flying small aircraft.

MARK WILLACY: This sounds like a great plan to turn out a lot of pilots rapidly, but there are some who are concerned it may compromise safety.

PETER SOMERVILLE, AUSTRALIAN & INTERNATIONAL PILOTS ASSOCIATION: There is a question mark over it, in our view. There is no, so far as we're aware, scientific basis for it or to prove that it will work as well as the current licensing arrangements. And clearly in Australia we've got one of the safest commercial aviation environments and in those circumstances we as airline pilots will stand up to make sure we keep those safe standards.

STEWART CAMERON, AIRLINE ACADEMY OF AUSTRALIA: This is a Diamond 40 which we're using for multi-crew pilot program.

MARK WILLACY: This is the man running the trial which could lead to Australia adopting the multi-crew pilots licence or MPL. A former RAAF commander, Stewart Cameron is the CEO of the Airline Academy of Australia and a keen advocate of changing the licensing system.

STEWART CAMERON: This is the first time in nearly 50 years we've actually looked at a way of changing the training. It's competency based, you know, again I come back again to the issue of safety. No one in this industry is going to do anything that's going to put the travelling public in jeopardy.

TRAINEE PILOT: Note that the weather is raining.

MARK WILLACY: The academy simulator can certainly test would-be pilots by replicating some of the most challenging flying conditions. Here the pilots are doing battle with blinding rain and severe cross winds but old hands warn that nothing beats the real thing.

PETER SOMERVILLE: There's something to be said for a young pilot flying solo, getting an idea of the dangers and how dangerous the activity of flying an aircraft can be. But it may be that the MPL program doesn't give people that level of training.

PETER GIBSON: Simulators today are incredibly sophisticated. You can do things in them that you simply can't do in an aircraft. You can pretend you've got an engine failure in a 737 by shutting down the engine and making the pilots go through that drill. You can't do that in a real aircraft.

MARK WILLACY: Last year the Federal Opposition was so concerned it called for a Senate inquiry into the multi-crew pilots licensing, pointing out that the September 11 hijackers had more flying hours than the 10 required under the proposed system. But the civil aviation watchdog argues that under the current system many would-be commercial pilots spend too much time flying irrelevant, single-engine aircraft.

PETER GIBSON: It's a mix of flying in aircraft. You've still got to do your basic flying training, but then you'll move more quickly into simulator where you can learn to fly in the environment that you're going to be operating in, in other words in 737s, 747s and most importantly, with two pilots, learn to work as a crew.

MARK WILLACY: At the Airline Academy of Australia, the CEO Stewart Cameron, says the trial of multi-crew pilot licensing is more stringent than the one suggested by international authorities, meaning the pilots who graduate there will have 100 hours more training than the guidelines recommended.

STEWART CAMERON: In fact, the students here will be doing about 140 hours - a mixture of flying and high-fidelity simulation. The licence is issued at the end of 12 take off and landings, in this case in a 737.

MARK WILLACY: With the economies of China and India booming, and more people flying than ever before, there's a huge shortage of pilots, meaning the pressure is on to train more.

STEWART CAMERON: If we look at what the national civil aviation organisation is telling us, for the next 18 years or thereabouts we're looking at a deficit of about 80,000 odd pilots.

MARK WILLACY: Richard Chen from Taiwan hopes to graduate from the Airline Academy of Australia in six months and then head home to fulfil his passion for flying while also landing a lucrative job.

RICHARD CHEN, TRAINEE PILOT: Aviation is cool. In Australia is the best in the world, the whole world. The instructor here, they are amazing. They have a lot of knowledge to teach us.

MARK WILLACY: The trial of the multi-crew pilots licensing system will wrap up next year, then CASA will invite the community to comment on it. After that, the decision will be made whether or not to implement it.

PETER GIBSON: We'll make sure that the standards, if this goes ahead, require the pilots to reach a level of skills, knowledge and competencies that mean they will be able to fly whatever aircraft they're qualified to do in exactly the same way as pilots can today. Really the standards may end up being higher than they are today.

PETER SOMERVILLE: At the present time this new, synthetic training is not proven and it needs to be done carefully and cautiously. And at the present time Australia is leading the world in the introduction of this licence. That's why we're concerned. We simply don't want the first multi-crew pilot licence arrangement, we want the best.

KERRY O'BRIEN: Mark Willacy with that report.