IATA AVSEC World 14 November 2017

L IA N C E IO 1 SP DIT UE E S IS

I N T E R N AT I O N A L DA I LY 14 NOVEMBER 2017

AVSEC WORLD 14 - 16 November 2017 | Abu Dhabi, UAE

WELCOME

to the 26th AVSEC World Conference

Over the next three days more than 450 security experts representing the full spectrum of the industry will attend. Our speakers represent the cutting edge of aviation security, enabling participants to stay ahead of the curve of today’s global challenges, and those of tomorrow.

t’s incredible to think that a full science. We will never know year has passed since we were exactly what the next security last together in Kuala Lumpur. challenge will be, where it will It’s been a challenging year for come from or how it will play aviation security. out. And this creates a huge Passenger confidence was rocked by challenge. the portable electronic devices (PED) But there are some things that ban in the cabin of aircraft departing we do know for sure. from several airports in the Middle To start, our common defense East and North Africa bound for the is stronger when governments United States. A ban which was also and industry work together. extended to some flights bound for the And if we can avoid longUnited Kingdom. term extraterritorial measures,

By Alexandre de Juniac, IATA’s Director General and CEO Affected airlines did their best to focus on g loba l sta nda rds, operationalize the restrictions under difficult security. We also gained experience on the share information, and develop technology circumstances—reflecting the industry’s need to avoid extraterritorial measures, the efficiently, our hand is strengthened commitment to security. But the fi nancial importance of global standards, the gap that even further. impact was significant. still needs to be covered on information As you discuss these themes over the next However, thanks to a lot of hard work, the sharing, and the development of new days, I urge you to focus on why we are here.

PED ban appears to be behind us. And, on technology.

We have a task that is bigger than any the positive side, the incident taught us Protecting both the lives of the 4 billion one company, government or institution valuable lessons. people who need to fly and the global economy can achieve. We are here to work together to Topping the list is the importance of reliant on the safe delivery of $6.4 trillion of protect the business of freedom. continuous dialogue around improving goods shipped by air annually is an imprecise Have a great symposium.

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K E E P U P T O DAT E W I T H A L L T H I N G S A I R L I N E S R E L AT E D AT A I R L I N E S . I A T A . O R G

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Osprey is quickly growing wings sprey Flight Solutions, a newlyl au nc he d av i at ion s e c u r it y company, makes its debut at AVSEC World this week (see stand 30).

Osprey delivers an instantaneous, integrated risk assessment, bespoke to the specific geographical planned route of a flight and dynamic, re-assessing in real-time as the flight-route is altered. The analysis is continuously updated—24/7— ensuring the assessment is accurate to the second the fl ight is planned. And, for the fi rst time, this analysis will be delivered directly and visually into fl ight planning software, enabling operators to maximize the protection of crew, passengers and aircraft.

The lack of a cost-effective, real-time risk management solution has been a concern for some time. This was starkly highlighted by the Malaysia Airlines Flight 17 disaster.

At the 2016 AVSEC World event in Malaysia—when Osprey CEO Andrew Nicholson (pictured) shared a panel alongside Mitch Fox, ICAO’s Chief of Strategy Planning and Regional Affairs Coordination—it was concluded that ICAO’s Confl ict Zone Information Repository (CZIR) has not achieved what was hoped.

There is a growing realization that an independent solution would not be constrained by the same diplomatic pressures. Independent Osprey Flight

Integrating the aviation specific analyst team with modern computing techniques drives the Osprey system. It also publishes the most comprehensive and thorough email alerts on emerging incidents that could

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threaten the aviation security environment.

Rolling alerts, free of charge by signing up to the Osprey website, regularly issue updates on major incidents that cause severe disruption.

Osprey’s Nicholson, former head of

Solutions was duly created to fill this void— and it is quickly growing wings. Early Beta testers of its software, to be demonstrated this week in Abu Dhabi, are swiftly moving to become fully fledged customers.

Technology is the primary driver to the Osprey system. Technical capabilities are used to gather crucial data for flight safety and security, enabling the processing of a huge amount of data, scraping some 200,000 sources in over 60 languages, fi ltered and validated, allowing patterns and trends that may be invisible to a purely human system to be identified. Osprey’s system delivers instantaneous, intuitive visual and written risk assessments directly to the operator when needed, supporting operational decision-making, quality control and compliance.

aviation security for MedAire, said: “We have created access to up to the minute threat and risk information for every operator, from a single aircraft owner/pilot to the largest commercial airline. We believe it is vitally important every operator has access to the right information to best understand and mitigate the threats to their crew, passengers and aircraft.”

Matthew Vaughan, Director, Aviation Security, at IATA added: “It is important that our partners work towards closing gaps in the security overlay of the civil aviation industry.

In today’s challenging security environment being able to instantly access accurate and robust risk assessments is a fundamental priority in aviation security. An offering that brings cost efficiency in the utilization of risk decision support tools recognizes what is a key priority for the industry.” www.ospreyf lightsolutions.com

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Adopting global standards is key to enhancing security

By Nick Careen, IATA’s Seniorr Vice President for Airport, rity Passenger, Cargo, and Security

viation security is primarily the responsibility of governments. This was emphasized in United Nations Security Council Resolution 2309 (UNSCR 2309). In practical terms, effective aviation security is a partnership between our industry and governments. Governments have the information and fi nancial resources. And the industry has the operational know-how.

ICAO has taken the lead in building the Global Aviation Security Plan (GASeP).

There are great expectations for GASeP to provide a framework for governments

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Protecting passengers and staff landside Specialized track: Case Study: Landside Security Wednesday, 9:00-10:30

around the world to improve security measures in line with global standards.

Cooperation is the ingredient that will govern how effective GASeP is.

Cooperation on capacity-building is the only way to ensure that all governments can meet their obligations to global standards. Equally important is the need to vastly improve information sharing— not just between a state and its airlines, but among states. On this, there is a huge gap that can only be covered with much greater ambition by governments.

GASeP creates an opportunity to achieve the coordinated approach that

irports in Brussels, Fort Lauderdale, Istanbul, and Shanghai have all suffered attacks in landside areas in the past couple of years.

The industry position—governments are responsible for securing the landside of the airports in their jurisdictions—has not changed, but airlines, through IATA, continue to pursue initiatives for enhanced landside security.

Smart Security, One Identity, and Fast Travel will all play a role in

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UNSCR 2309 seeks. However, at the same time we must all recognize that GASeP is not a panacea.

It will set the global direction but will not supersede state sovereignty. So states need to fully feel the weight of their responsibility to protect the security of 4 billion travelers each year and work through ICAO to make sure that the global system works. We all want flying to be secure. It is not a competition. The best way to achieve it is with government leadership, cooperation, information sharing, and global standards.

improving risk management processes and limit passenger and airport staff exposure to landside vulnerabilities.

“99.9% of travelers are just that,” says Matthew Vaughan, IATA’s Director, Aviation Security. “A risk-based approach will allow resources to focus on that 0.1% of passengers so that they too can be processed with efficacy and as quickly as possible.”

The industry’s practical operating knowledge and flexible regulation will be key to this approach and ensure great security is balanced with a great passenger experience.

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AVSEC 2016

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Information sharing

he pro blem s of i n for m at ion sharing in a multi-stakeholder environment are well documented.

When it comes to governments sharing with corporate entities, the sensitivity of the data is a typical barrier.

Nevertheless, confl ict zone and threatrelated information received by airlines from governments doesn’t reach the quality required for practical threatbased screening solutions. And there is no ongoing dialogue to improve the quality.

This situation is typified by reports of a foiled bomb plot on a carrier flying out of Sydney. The reports suggesting a carrier was targeted were based on information in the public domain. But if aviation security measures are to evolve, the industry must be able to learn from the forensic information of this event.

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“All stakeholders must be on the same page,” says Matthew Vaughan, IATA’s Director of Aviation Security. “There must be a method of exchange for information that ranges from passenger details to confl ict zone updates. Any additional information that affects the continuity of aviation is important.”

IATA fully endorses an amendment to ICAO Annex 17 requiring nations to provide information in support of operators’ risk assessments. This is a step in the right direction but still falls short of the true multi-lateral sharing of risk information that is needed. As it stands, airlines continue to have diffi culty in accessing the security information that makes risk management possible.

In Ja nua ry 2017, ICAO conducted a n i ndustr y su r vey concern i ng the

usefulness of its web-based confl ict zone information repository. Initial results indicated dramatic improvement was required to provide a more efficient means of disseminating critical information in a timely manner.

“There is still inconsistency between s t ates i n t he i n for m at ion of fere d ,” ag rees Vaug han. “Even something as well established as Advanced Passenger Information not implemented consistently, for example.”

Specialized track: Information Sharing Wednesday, 11:30-13:00

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The fight against human trafficking n early 2017, a member of Alaskan Airlines’ cabin crew became suspicious of a dishevelled teenage girl travelling with a well-dressed man on a fl ight between Seattle and San Francisco.

Trained in spotting human trafficking, the attendant left a note for the girl in

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the bathroom. The reply confi rmed her fears, and a message was relayed to the San Francisco police who arrested the man on landing.

Such success stories are all too rare, however. A United Nations Office on Drugs and Crime (UNODC) report based on data from 155 countries showed that two out of every five countries covered by the report had not recorded a single trafficking conviction. “ M a ny gover n ments a re s t i l l i n den ia l,” sa id Executive Di rector of UNODC, Antonio Maria Costa. “There is even neglect when it comes to either

“ M any governments are still in denial, there is even neglect when it comes to either reporting on, or prosecuting cases of human trafficking.”

reporting on, or prosecuting cases of human trafficking.”

Sexual exploitation is the most common form of human trafficking, accounting for 79%, according to the report. And in some parts of the world, women trafficking women is the norm.

Forced labor makes up 18% of human trafficking, although the report states that this figure may be a misrepresentation as the crime is less frequently detected

and reported than trafficking for sexual exploitation.

Costa noted that the report increases understanding of modern slave markets, but also exposes a high level of ignorance. “We have a big picture, but it is impressionistic and lacks depth,” he said. “We fear the problem is getting worse, but we cannot prove it for lack of d ata, a nd ma ny governments are obstructing.”

The aim must be to improve information gathering and sharing on human trafficking.

“If we do not overcome this knowledge crisis, we will be fighting the problem blindfolded,” Costa warned.

Specialized track: Human trafficking Thursday, 12:00-14:00

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Smart Security gathers pace E xcellent progress has been made in establishing Smart Security principles at airports worldwide.

Increased automation a nd connectivity, optimized processes, and new lane configurations to improve divestment are increasingly being implemented.

This first wave of operationa l enhancements is now transitioning to a new generation of development focused on automated detection and additional decision support for improved threat detection.

T he screen i ng of cabi n bag g age illustrates this evolution of Smart Security principles. The traditional process relies on conventional x-ray technology and visual recognition for detection of prohibited items.

“ While significant advancements have been made, new detection technology is just one piece of the puzzle.”

Now, with explosive detection systems (EDS), human interaction is being supported by advanced algorithms. Although EDS te c h nolog y to autom at ic a l ly de te c t explosives has existed for a decade or so, only recently has its operational viability improved. In addition, new technologies such as CT (Computed Tomography) that generate 3D images provide security officers a wider range of tools to detect non-explosive threats.

Detection standards exist to ensure the technology is up to scratch. In the EU, equipment that meets the C1 standard still requires electronics and liquids to be taken out of a bag. Equipment meeting the C2 standard is significant to allow electronics to be left in the bag although liquids must still be taken out. C3 means both electronics and liquids can remain in the bag. One equipment manufacturer has achieved the C3 detection standard although, of course, that does not mean this piece of equipment is suitable for deployment in all airports. It will fi rst need to be trialled in

a live environment to see how it performs operationally. “ We a r e w o r k i n g w i t h a l l t h e s e developments,” says Guido Peetermans, IATA’s Head, Passenger Security. “While significant advancements have been made, new detection technology is just one piece of the puzzle. We still have to fi nd ways to put it together with other elements of the checkpoint to optimize operations.

Automated EDS offers the promise of more effective screening with a better passenger experience. It’s not 100% there yet but it’s getting closer and that is really exciting.”

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26th AVSEC World Conference

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