RapidFlight, designer and mass manufacturer of unmanned aircraft systems (UAS) for the global defense industry, hosted Congressman Rob Wittman (VA-01), Vice Chairman of the House Armed Services Committee, at its headquarters in Manassas, Virginia, last week.
RapidFlight gave Congressman Wittman an update on its ability to immediately disrupt the industry with affordable, mission-customizable drones that can provide five times the capability in range and endurance at a fraction of the unit price compared to traditional small UAV systems available today. The company’s approach, called AgileAviation, includes more than 20 customizable UAV designs to date and a proprietary software-hardware stack that takes aim at ensuring that the U.S. will compete with overseas production in countries such as China.
During a two-hour visit, RapidFlight demonstrated its approach to cracking the UAV code, including a tour of its mass manufacturing facility that employs dozens of local workers and its ability to manufacture at the tactical edge with its Mobile Production System (MPS), introduced earlier this year. RapidFlight’s approach begins with the mission in mind and then builds an airframe around the payload, helping create more effective unmanned systems customized to complete the specific mission at hand. RapidFlight’s AgileAviation approach means its UAVs can flexibly integrate variants including the propulsion, navigation, payload, and communication systems in support of the United States and its allies.
During the visit, Wittman asserted the needs of the U.S. Armed Forces and its allies for innovative, mass produced yet quickly customizable ready-now solutions to address an increasingly challenging global environment.
“We get so wrapped up in doing science project after science project, but you have to be able to scale it and have an operational effect,” said Wittman, discussing the current state of Pentagon technology development.
Earlier this year, Congressman Wittman played an integral role in incorporating the American Security Drone Act within the 2024 National Defense Authorization Act (NDAA). The act is helping promote American superiority and competitiveness within the drone market while protecting against IP theft and data security violations by adversaries. Now, Congressman Wittman is visiting established domestic drone manufacturers, such as RapidFlight, that are bringing advanced, affordable, and mission-adaptable U.S. drone production for defense needs at scale.
After Congressman Wittman familiarized himself with RapidFlight and its flexible manufacturing capabilities at its Virginia industrial facility and at the tactical edge through its MPS program, he took questions from RapidFlight staff about the future of defense technology, global affairs, and next steps for the sector.
“Our great men and women in uniform need tools to get the job done,” said Wittman, during the question-and-answer session with RapidFlight personnel. “Thank you for being the innovators and creators we need.”
“Congressional engagement with companies like RapidFlight is critical to national defense. Congressman Wittman can help facilitate innovative solutions from emerging manufacturers aimed at bolstering our national defense strategy,” said Mike Uffelman, director of Growth at RapidFlight. “We are excited to work with our elected officials on Capitol Hill to provide our service members with the tools they need to accomplish the mission.”
Beep, Inc. announced a first-of-its-kind partnership with Sustainability Partners and the Hawaiʻi Department of Transportation (HDOT) for the launch of an 18-month autonomous shuttle pilot at the Daniel K. Inouye International Airport (HNL) in Honolulu.
“Through our partnership with Sustainability Partners, we’re honored that HDOT and HNL have placed their trust in our experience, leadership and differentiated approach of safe and integrated autonomous mobility with the launch of the Miki shuttle pilot service,” said Beep CEO Joe Moye. “Our fleet of turnkey shared and electric autonomous shuttles prioritizes safety and sustainability while enhancing the airport travel experience for passengers. As Beep continues to pioneer innovative partnerships with airports nationwide, this inaugural test program showcases the emerging potential of advanced solutions that can augment existing transport options everywhere, unveiling a new era of seamless, efficient passenger mobility.”
The pilot program includes four autonomous and electric shuttles that can transport 11 passengers including a shuttle attendant, increasing mobility frequency and providing first- and last-mile transport options alongside the existing Wiki Wiki shuttle bus service. Shuttles will move between the airport’s C Gates with three stops for Miki’s short route, while a longer route will transport guests between C and G Gates with two stops. The service will be available seven days a week between 7:00 a.m. to 10:00 p.m. local time, including holidays and weekends.
“We are pleased to work with Beep to implement an innovative new approach to passenger mobility that brings autonomous transportation technology to the Daniel K. Inouye International Airport,” said Ed Sniffen, Hawai‘i Department of Transportation director. “Beep and the Miki shuttles embody the future of transportation across the state, supporting our larger sustainability goals while enhancing the traveler experience.”
The pilot program made possible by essential infrastructure leader, Sustainability Partners, which actively supports Hawai’i in procuring electric vehicles and charging infrastructure on a per-mile cost basis.
“The leadership displayed by the Hawai‘i Department of Transportation and Beep in launching the Miki shuttles for airport passengers strongly reflects their commitment to innovation and more environmentally sustainable transportation,” said Sustainability Partners CEO Thomas Cain. “We are delighted to help facilitate the Hawai‘i Department of Transportation’s plan and look forward to watching the positive effects this will have in assisting the existing transportation system and flow of passengers at the Daniel K. Inouye International Airport.”
ESS Tech, Inc. (ESS), manufacturer of long-duration energy storage (LDES) systems for commercial and utility-scale applications, has announced that commissioning has been completed on the initial system installed at Amsterdam Airport Schiphol. This marks the launch of a project designed to reduce carbon emissions by electrifying ground operations.
The ESS system will enable Amsterdam Airport Schiphol to phase out polluting diesel ground power units that currently supply electrical power to aircraft while parked at airport gates. These will be replaced with Electric Ground Power Units (E-GPUs). The electrification of ground operations will reduce carbon emissions and air pollution, providing a model for airports worldwide seeking to reduce the climate impacts of air transportation.
The project at Amsterdam Airport Schiphol will support the Royal Schiphol Group’s ambitious climate targets and is supported by the TULIPS consortium. TULIPS is an EU-funded consortium of airports across Europe seeking to accelerate the deployment of renewable energy within Europe’s aviation sector.
“Schiphol intends to be a zero-emission airport by 2030 across our buildings, assets and equipment,” said Oscar Maan, Royal Schiphol Group manager of innovation. “Cutting edge, clean technology such as ESS’ iron flow battery system enables us to decarbonize ground operations and is a vital step for us to progress towards this sustainable future. As leaders of the TULIPS consortium, we hope this project demonstrates how clean technology can be implemented in the aviation industry throughout Europe.”
Organizations are increasingly turning to LDES solutions, such as ESS’ iron flow technology which powers the Energy Warehouse, that provide increased flexibility and longer design-life than lithium-ion technology. The project will demonstrate how LDES can enable the electrification of ground support equipment, such as the E-GPUs, while reducing the need to upgrade regional grid infrastructure. ESS’ iron flow technology provides cost-effective LDES ideal for applications that require up to twelve hours of flexible energy capacity. ESS technology was selected due to its inherent fire safety, making it suitable for use in close proximity to passenger aircraft.
“Amsterdam Airport Schiphol has set an ambitious goal for decarbonization and has provided great leadership in taking the necessary actions to make it real,” said Eric Dresselhuys, CEO of ESS. “This project provides a blueprint for LDES to safely provide clean, reliable energy in airport operations and reduce fossil fuel dependence. This pioneering project will encourage other European airports to follow the TULIPS lead and deploy technologies to achieve climate targets and accelerate air industry decarbonization.”
The Department of Homeland Security (DHS) and the Cybersecurity and Infrastructure Security Agency (CISA) announced changes to the Cyber Safety Review Board (CSRB) membership. Four current members of the CSRB will depart and four new members will join the board.
Departing members include:
Katie Moussouris, Founder and CEO, Luta Security
Chris Novak, Co-Founder and Managing Director, Verizon Threat Research Advisory Center
Tony Sager, Senior Vice President and Chief Evangelist, Center for Internet Security, and
Wendi Whitmore, Senior Vice President, Unit 42, Palo Alto Networks
Joining the CSRB:
Jamil Jaffer, Venture Partner Paladin Capital Group and Founder and Executive Director, National Security Institute, George Mason University Scalia Law School
David Luber, Director, Cybersecurity Directorate, NSA
Katie Nickels, Senior Director of Intelligence Operations, Red Canary
Chris Krebs, Chief Intelligence and Public Policy Officer, Sentinel One
David Luber will serve as the Federal CSRB representative from the NSA, replacing Rob Joyce upon his retirement. Joyce has been asked to continue to serve on the board as a private sector member.
“I can’t thank Katie, Chris, Tony, and Wendi enough for the outstanding contributions they’ve made as CSRB members. I am truly grateful for their service on the Board,” said CISA Director Jen Easterly. “I am also very pleased to welcome Jamil, Dave, Katie, and Chris to the Board. I know their cybersecurity expertise and experience will be instrumental in the continuing evolution of the CSRB as a catalyst for positive change in the cybersecurity ecosystem.”
Robert Silvers, DHS Under Secretary for Policy, and Heather Adkins, Vice President for Security Engineering at Google, have been re-appointed as the Chair and Deputy Chair respectively for a second term by Easterly.
“I send my sincere thanks to the departing members and welcome those who are beginning their service,” said Under Secretary Silvers. “The Cyber Safety Review Board will continue in its charge to conduct fact finding and develop lessons learned from the most serious cyber incidents.”
“It has been an honor to serve on the CSRB and I am looking forward to seeing the Board continue to evolve its important role in the cybersecurity ecosystem as we increase the security of the nation,” said Deputy Chair Adkins.
Other returning members include:
Dmitri Alperovitch, Co-Founder and Chairman, Silverado Policy Accelerator and Co-Founder and former CTO of CrowdStrike, Inc.
Harry Coker, Jr., National Cyber Director, Office of the National Cyber Director
Jerry Davis, Founder, Gryphon X
Chris DeRusha, Federal Chief Information Security Officer, Office of Management and Budget
Eric Goldstein, Executive Assistant Director for Cybersecurity, Cybersecurity and Infrastructure Security Agency
Marshall Miller, Principal Associate Deputy Attorney General, Department of Justice
John Sherman, Chief Information Officer, Department of Defense
Bryan Vorndran, Assistant Director, Cyber Division, Federal Bureau of Investigation
The CSRB conducts fact-finding and issues recommendations in the wake of major cyber incidents. The Board is made up of cybersecurity luminaries from the private sector and senior officials from DHS, CISA, the Department of Defense, the National Security Agency, the Department of Justice, the Federal Bureau of Investigation, the Office of the National Cyber Director, and the Office of Management and Budget.
As directed by President Biden through Executive Order 14028 Improving the Nation’s Cybersecurity, Secretary Mayorkas established the CSRB in February 2022. The Board is administered by CISA on behalf of the Secretary. The Board’s reviews are conducted independently, and its conclusions are independently reached. DHS and the CSRB are committed to transparency and will, whenever possible, release public versions of CSRB reports, consistent with applicable law and the need to protect sensitive information from disclosure.
Alexander MacDonald, 30, of Chelmsford, England, a passenger who yelled and became physically aggressive on a United Airlines flight from London to Newark caused the crew to divert to Bangor, Maine in March. United Airlines Flight 883, left Heathrow Airport near London on March 1 and headed to Newark Liberty International Airport in New Jersey. Several hours into the flight the lead flight attendant heard loud arguing and asked the man to lower his voice, according to an affidavit. He agreed, but minutes later he was yelling again, this time at another flight attendant, the affidavit says. The cabin crew tried to calm MacDonald down but he “would not listen and continued to be verbally and physically aggressive,” according to the affidavit. MacDonald threatened to “mess up the plane,” the affidavit states. He also put his hands on the purser’s shoulders and backed the purser into a corner, the document says. Crew and passengers restrained him in flexible handcuffs. He “continued to be noncompliant” and the flight was diverted. MacDonald has been ordered to pay the airline $20,638 in restitution, according to federal prosecutors. He was sentenced April 25 to time already served, prosecutors said. He had been in custody since March 1, when he was arrested after the flight landed at Bangor International Airport. He pleaded guilty on March 22 to one count of interfering with a flight crew, a felony punishable by up to 20 years in prison.
The Transportation Security Administration (TSA) published in the Federal Register a final rule for the Flight Training Security Program. The final rule updates the Program to improve its efficiency and effectiveness, including the security threat assessment process for flight training students. The final rule will take effect on July 30, 2024.
Until the regulation takes effect, all requirements and existing processes remain as is stated in the current regulations (49 CFR part 1552) and on the program portal.
The Flight Training Security Program, which has been in effect since at the Department of Homeland Security and TSA since 2004, covers flight training providers, including individual Certified Flight Instructors, who provide training to all flight students, with the exception of foreign military pilots training in the United States through a Department of Defense endorsement and in accordance with the U.S. International Military Education and Training Program. All non-citizen flight trainees are subject to a Security Threat Assessment, whichis a TSA background check conducted on all databases relevant to confirming an individual’s identity, that the individual possesses lawful status in the United States, and that the individual does not pose a security threat.
Currently, prospective trainees must submit an application and pay a fee for each training they wish to attend. The final rule is time-based. After undergoing vetting, an applicant who receives a positive determination of eligibility will receive a Certificate of Eligibility, pay a one-time fee and can train as often as desired within a five-year period as long as they remain eligible. During that period, TSA will conduct recurrent vetting to ensure no new information emerges that would affect eligibility to receive flight training.
This change improves administration and efficiency for flight training candidates and providers. It has been made possible in part by technology improvements made to the FBI’s record of arrest and prosecution background program used by TSA as a vetting tool. TSA expects the final rule to reduce delays, improve tracking candidate training events, and support the portability of a candidate’s security threat awareness between providers. Providers will no longer pay for multiple event-based training security threat assessments.
The final rule more clearly defines which flight training events require notification and recordkeeping and focuses on the notification of flight training events that “substantially enhance a pilot’s skills,” eliminating numbered training categories previously used.
The final rule is intended to maintain the appropriate level of security, comply with all statutory mandates and improve efficiency for the flight training industry. TSA believes these enhancements may improve access and opportunities for fully vetted non-U.S. citizens and non-U.S. nationals to participate in flight training in the United States and with FAA-certificated flight training providers abroad.
For more information about the changes, read the updated Flight School Training Program regulation in the Federal Register.
The New Terminal One at New York John F. Kennedy International Airport today announced Jennifer Aument as its incoming CEO, set to assume the role on April 1, 2024. The New Terminal One is currently under construction with its first gates scheduled to open in 2026, in partnership with the Port Authority of New York & New Jersey, as part of the agency’s $19 billion transformation of JFK Airport.
Aument brings over 25 years of experience in developing major infrastructure across the highway, rail, airport, and port sectors. Her career includes executive roles in public-private partnerships and megaprojects, with a focus on safe and efficient project delivery, business performance, community engagement and customer experience. As the president and CEO of Transurban’s North American business for many years, she led the development and expansion of significant public-private infrastructure projects. Additionally, her decade-long tenure as a commissioner for the Virginia Port Authority gave her extensive insights into port operations and development. Earlier in her career, she played a key role in the development of the largest-ever extension of the Washington DC Metrorail for Bechtel.
Most recently, Aument served as chief executive of AECOM’s global transportation business, where she led a team of more than 14,000 to deliver innovative transportation solutions for clients of the industry’s preeminent transportation consulting and design firm. Previously, she spearheaded Transurban’s North American development, construction and operations as president and CEO, contributed to various publicly listed and private boards in the transportation and technology sectors, and shared her knowledge as a lecturer at Cornell University.
“I am excited to soon begin my role with the New Terminal One team and build upon the exceptional foundation that has been laid here,” said Aument. “Significant progress has positioned us well, and I look forward to working with the Port Authority and our partners in the community to set a new global standard for customer experience. My passion for infrastructure drives me and there is no better example than the New Terminal One of the transformative power of infrastructure on communities and economies. I’m thrilled to contribute to its legacy.”
She takes the helm from Dr. Gerrard Bushell, the current CEO. Dr. Bushell led The New Terminal One to lease and financial close amidst a global pandemic that disrupted air travel. He also executed on key partnerships, construction, and operational milestones and agreements; including a path-breaking Project Labor Agreement and alternative dispute resolution agreement with the Building Trades, a $3.9 billion guaranteed maximum price for the Phase A design and construction with AECOM Tishman and Gensler, strong community engagement supporting local workforce participation, and the successful delivery of nearly $800 million in awards for minority and women-owned businesses, as well as the purchase of more than 85% of the project’s trade packages. More recently, he oversaw the successful issuance of $2 billion in green bonds for the project in December 2023 to support the scheduled delivery of the project for 2026.
“We thank Gerrard for his many contributions over the years, making this project the success that it is today,” said Luke Bugeja, chairman of the board of directors of JFK NTO LLC and CEO of Ferrovial Airports. “We look forward to welcoming Jennifer to the New Terminal One team. Her dedication and passion for this industry will now bring her global vision, market insight, and energy to lead in delivering this world-class terminal to New York City, committed to local communities and travelers worldwide.”
“Jennifer brings an impressive depth of experience and a proven track record that strongly positions her to lead our project into the next phase,” Dr. Bushell remarked. “I want to express my deep gratitude to our sponsors and our exceptional team, whose commitment to excellence has been unwavering. Leading this project from the start has been both a privilege and an honor, and I’m looking forward to witnessing NTO’s continued success.”
The New Terminal One is backed by a group of industry leaders including Ferrovial, JLC Infrastructure, Ullico and Carlyle, illustrating the enduring pursuit of excellence that defines the project.
Indra has been awarded a contract by Direction des Services de la Navigation Aérienne (DSNA), the entity in charge of air traffic control in the French airspace. Indra is modernizing the ground surveillance system (A-SMGCS) at Paris’ Charles de Gaulle airport to ensure reliable operations and minimize delays and cancellations.
“Our current capacity allows for the arrival of 73 flights and departure of 76 flights per hour, but if we are forced to use the fallback system, we can only accommodate 30 arrivals per hour, which would result in cancellations,” said Laurent Giger, head of CDG ATC Systems Department at DSNA. “With the upgrade, however, we can accommodate 48 arrivals even with the fallback system, which may lead to some delays but not cancellations.”
Paris Charles-de-Gaulle is one of the few airports in the world where three aircraft can depart or land simultaneously. The airport is amongst the busiest in the world, with 67 million passengers in 2023. The complexity of four parallel runways, four control towers and 36 operational controller working positions makes it critical for DSNA’s air traffic controllers to have a precise overview of the ground operations.
Many of the world’s largest airports operate with Indra’s InNOVA ground surveillance systems. The InNOVA system retrieves information about all flight and vehicular traffic in the air and on the ground from ground surveillance movement radars (SMRs), MLAT, and other sensors. Indra’s best-in-class tracking technology analyses and processes the data, refining the information, and displays it to operators to include only what truly matters. The process of sifting out unwanted “noise” reduces disturbances caused by false targets, thereby increasing operational efficiency and controllers’ situational awareness — and ultimately improving safety at busy airports. With the upgrade, DSNA’s controllers will benefit from the latest generation of this technology, with advanced tracking, labelling and classification of relevant objects.
DSNA has used Indra’s ground surveillance system since 1997. The modernization comes as Paris is preparing its infrastructure for the Olympic Games and the site acceptance test for the first step was approved in mid-March 2024. DSNA will, by the end of the modernization project, have a state-of-the-art system that is ready to adopt advanced safety functionalities as outlined by the EU in the Common Project 1.
Airports Council International (ACI) World has today unveiled the highly anticipated preliminary top 10 busiest airports worldwide for 2023, showcasing significant shifts driven by the resurgence of international air travel.
The global total passenger forecast for 2023 stands close to 8.5 billion, reflecting a remarkable recovery of 93.8% from pre-pandemic levels. Notably, international traffic recovery drew nearer to that of domestic traffic, emphasizing its essential role in propelling the industry’s resurgence and expansion.
The influx of passengers at international airports has been central in bolstering the recovery of hubs reliant on this segment, consequently influencing the composition of the top 10 busiest airports for total passengers.
ACI World director general Luis Felipe de Oliveira said, “Global air travel in 2023 was chiefly fueled by the international segment, propelled by several factors. Among these were the anticipated benefits from China’s reopening and a growing inclination towards travel despite macroeconomic conditions. While perennial leaders from the U.S. continue to dominate the top 10 busiest airports for passengers, notably Hartsfield-Jackson Atlanta International Airport retaining its number one position, there are notable shifts. Dubai International Airport jumped to second rank for the first time, while Tokyo Haneda International Airport witnessed a remarkable ascent from 16th position in 2022 to 5th in 2023. Additionally, the unwavering strength of Istanbul and New Delhi airports keep them in the top ranks, marking significant progress over 2019.
“Notably, cargo continues to play a key role in world commerce despite the year-over-year decrease. Hong Kong International Airport has maintained the top position, followed by Memphis International Airport and Shanghai Pudong International Airport. Doha International Airport rejoins the top 10, jumping to number 8 with a growth of 6.3% over 2019.
“The rankings highlight the crucial role these transportation hubs play in global connectivity, commerce, and economic development. Airports continue to demonstrate their resilience and adaptability amidst the challenges posed by the ever-evolving landscape of global travel. ACI World remains dedicated to advocating for airports worldwide throughout pivotal stages of policy formulation and to advancing the pursuit of airport excellence.”
Airport rankings are based on data gathered from over 2,600 airports across more than 180 countries and territories globally. This vast data set places ACI World in a distinctive position as the foremost authority on airport travel demand, ensuring the utmost accuracy and reliability in its rankings.
Passenger traffic highlights
Preliminary figures indicate that the 2023 global total passengers’ figure is close to 8.5 billion, representing an increase of 27.2% from 2022 or a recovery of 93.8% from pre-pandemic results (2019).
While the domestic market grew by 20.2% (or a recovery of 96.8% of the 2019 level), the international market drove recovery with a 36.5% growth rate (or 90.4% of the 2019 level).
The top 10 airports representing close to 10% of global traffic (806 million passengers), witnessed a gain of 19.8% from 2022 or a gain of 0.7% vis-à-vis their 2019 results (801 million pax in 2019).
Hartsfield-Jackson Atlanta International Airport holds onto the top rank and is followed by Dubai International Airport for the first time, surpassing Dallas Fort Worth International Airport in third position.
From the top 10 rankings for total passenger traffic, five airports are in the U.S.
The biggest jump in the top 10 rankings is recorded for Tokyo Haneda, leaping from 16th position in 2022 to the 5th spot in 2023.
Hartsfield-Jackson Atlanta International Airport is set to host the 2024 ACI World Customer Experience Summit and Exhibition, from September 23 to 26 in Atlanta, USA.
According to a January 12, 2024, news release issued by the U.S. Transportation Security Administration, this agency screened a record 858+ million passengers in 2023. Although the TSA news release doesn’t say it directly, it is reasonable to assume that most or likely all these people were checked using body scanners for concealed weapons and contraband. These screenings prevented 6,737 firearms — 93% of them loaded — from getting into the secure areas of the airports and onboard aircraft.
Clearly, airport body scanners are more important than ever for keeping the world’s airports and airliners safe. This is why knowing the trends driving this technology today and into the future is so important for this in the aviation industry.
To get a handle on these trends, TSI magazine staged a ‘virtual roundtable’ with three experts with major body scanner manufacturers. They are Nik Karnik, vice president and division manager at Leidos; Harald Jentsch, head of Aviation Security Screening for Rohde & Schwarz; and Rob Keeler, managing director of LINEV Systems UK. Here is what the experts had to tell us.
TSI: How have airport body scanners evolved and improved over the years?
Nik Karnik: As the provider of the first millimeter wave people scanner over 20 years ago, Leidos keeps continuous improvement in passenger screening a top priority. Today, airports expect high throughput and effective threat detection with better accuracy across a broad range of metallic and non-metallics. They also want minimal false positives to reduce the frequency of secondary pat-downs and intervention by security personnel.
To keep up with evolving threats and customer needs, our newest system has moved away from traditional detection methods based on image similarity and features extracted by human intuition. We employ deep learning-based, artificial intelligence algorithms that utilize gender-neutral threat detection. Additionally, our advancements in dataset generation ensures that these algorithms are built using high quality imagery with precise threat labeling, reducing the ambiguity between true threats and non-threats.
Harald Jentsch: Security scanners have evolved significantly over the last decade, largely driven by advancements in artificial intelligence and machine learning technologies. Previously, checkpoint security screening relied heavily on X-ray scanners for baggage and walk-through metal detectors as well as physical pat-downs for people screening. Limited to the detection of concealed metallic items, it wasn’t possible to detect person-borne concealed explosives, ceramic knives, printed weapons, or contraband.
This changed with the introduction of millimeter wave (mmW) security scanners more than 15 years ago, which detect a far wider range of threats and prohibited items. Another change from legacy body scanners is the physical design of the R&S QPS201 Ultra High-Definition (UHD) body scanner. The system has an open design and is fully electronic — comprised of two solid-state flat panels. This means on-person security screening is no longer confined to a narrow cylindrical scanner and is made more comfortable with an easy hands-down scan pose. Further, the QPS201’s large, open pathway is an accessible path for passengers with disabilities and provides additional egress for emergency evacuation situations.
Rob Keeler: The evolution of airport body scanners has been a fascinating journey marked by technological advancements tailored to address emerging security threats in the realm of aviation.
Initially, aviation security measures were minimal as threats were virtually nonexistent in the 1950s. However, with the rise of terrorist hijackings involving metallic weapons such as guns and knives, passenger screening became imperative.
The response to these threats led to the development of Walk-Through Metal Detectors (WTMD) and Handheld Metal Detectors (HHMD), serving as the primary screening tools for person-borne threats for years. While effective against metallic threats, these detectors proved insufficient against non-metallic threats, highlighted by incidents like the attempted bombing by the “underpants bomber.”
To overcome the limitations of WTMD, exploration into new technologies capable of detecting both metallic and non-metallic threats ensued. Initial trials involved Backscatter X-ray Body Scanners, showing promise in detecting metallic and non-metallic items on a person’s body but were unable to identify internal threats. However, concerns regarding ionizing radiation’s potential health hazards led to their removal from use at Manchester Airport.
Subsequently, investment shifted towards the development of alternative technologies, notably active millimeter wave (mm-wave) scanners. These scanners, currently deployed in airports, offer robust detection capabilities. Nonetheless, as the threat landscape evolves, future advancements will likely be necessary to address new techniques that may evade existing detection methods.
TSI: Why are backscatter x-ray units being replaced by millimeter wave scanners?
Jentsch: Body scanners, utilizing backscatter or transmission X-ray technologies, have been replaced by mmW-based scanners in aviation security screening, and many other use cases due to safety and privacy concerns. Millimeter wave imaging has advanced significantly and delivers safe and accurate people screening and as millimeter waves cannot penetrate skin, scanners like those produced by Rohde & Schwarz pose no health risks to travelers and security operators
Keeler: The replacement of backscatter X-ray units by millimeter wave scanners stems from a confluence of factors encompassing privacy concerns, fears surrounding ionizing radiation, and the acceptable detection efficacy offered by millimeter wave technology.
Initially, privacy issues hindered the widespread adoption of backscatter X-ray scanners. However, the subsequent apprehension regarding ionizing radiation further sidelined X-ray technology.
Regulations governing the use of ionizing radiation, such as Euratom, IRR17, and JOPA2004, are predicated on the Linear No Threshold (LNT) model, which asserts that any exposure to radiation carries inherent health risks. Consequently, X-ray systems encounter stringent limitations unless their deployment can be justified by a significant probability of threat detection.
Despite emerging evidence supporting hormesis — the notion that low doses of ionizing radiation may confer health benefits — entrenched fears perpetuated by the LNT model continue to influence regulatory frameworks. This dichotomy underscores a complex interplay between scientific understanding and regulatory policy within the realm of radiation safety.
Given the low likelihood of encountering terrorists during routine passenger screenings, the adoption of millimeter wave scanners, which operate without ionizing radiation, has become the preferred choice. These scanners offer detection capabilities while circumventing the regulatory constraints associated with X-ray technology.
It is noteworthy that X-ray Transmission Body Scanners persist in certain contexts, such as customs inspections and prison facilities, where there is a reasonable probability of detecting internal threats such as drug smuggling. In such instances, regulatory justifications for X-ray system usage have been granted under specific frameworks, such as JOPA2004.
In conclusion, the transition from backscatter X-ray units to millimeter wave scanners reflects a multifaceted interplay between technological capabilities, regulatory considerations, and evolving perceptions of radiation risk. This shift underscores the dynamic nature of aviation security measures and the imperative of balancing efficacy with safety and privacy concerns.
Rohde & Schwarz image.
TSI: What role can technologies such as AI play in making airport body scanning more accurate and efficient?
Jentsch: Artificial Intelligence (AI) and other methods are being used to enhance accuracy and efficiency in all security screening technologies. But AI and other advanced methods are only as good as the quality and quantity of data collected and processed by a security scanner.
The internal resolution of a body and its data quality are critical elements to enable AI delivery of performance improvements. In this way, AI-powered automated threat recognition (ATR) software enables the automated detection of person-borne threats and anomalies more effectively than ever to deliver reduced false positives and improved detection rates. These AI algorithms can be trained to recognize a wide range of current and emerging threats to improve security and enhance checkpoint throughput and operational efficiency of people-screening technology in aviation security.
In addition, AI has enabled the development of new capabilities to make screening more inclusive and easier for more passengers, as it has made it possible to implement gender nonbinary screening and enhanced detection performance powered by AI, making screening more accurate and faster for all passengers. Future enhancements that AI technology may deliver include the ability to make screening of passengers with disabilities less invasive and may someday be able to screen passengers in wheelchairs.
Keeler: The integration of AI into airport body scanning holds immense promise for enhancing accuracy and efficiency, yet it also presents challenges that must be navigated judiciously.
AI-based technologies excel in scenarios where detection tasks are well-defined, and threats can be clearly classified and marked during training. This is particularly advantageous in scenarios such as scanning for assembled firearms in non-dense baggage. However, challenges arise when dealing with disassembled weapons or when scanning for a wide range of potential threats simultaneously where the AI has not been ‘trained’ for those threats. The false alarm rate becomes a critical factor in determining the efficacy of machine vision, with low false alarms and high detection probability being prerequisites for its practical application.
In the context of body inspection, AI offers significant advantages, especially in conjunction with transmission X-ray technology. The relatively uniform nature of the human body simplifies the task for AI algorithms, particularly in discerning between biological structures and potential threats. By focusing on identifying non-human objects on the body, AI can streamline the inspection process, allowing operators to concentrate on anomalies rather than conducting exhaustive internal body analyses. While training operators to interpret complex biological structures can be challenging, machine vision simplifies this task significantly.
However, the integration of AI into security screening processes is not without its pitfalls. Operators may become overly reliant on AI, assuming that the absence of an alarm indicates the absence of threats. Yet, AI systems have inherent limitations, primarily dictated by the parameters of their training data. If an AI model is not trained to identify specific threats, it may fail to trigger an alarm even in the presence of a threat. This potential for oversight underscores the importance of incorporating complementary techniques such as Threat Incident Projection (TIP) to mitigate operator complacency.
In conclusion, while AI holds immense potential for revolutionizing airport body scanning, its implementation must be approached with caution. By leveraging its strengths in detecting predefined objects and complementing it with strategies to mitigate human error, AI can indeed enhance security screening efficiency and accuracy. However, careful consideration of its limitations and potential risks is imperative to ensure its integration yields positive outcomes in the realm of aviation security.
TSI: Can technology reduce the number of people needed for security screening work, at a time when help is hard to find?
Jentsch: Technology can indeed reduce the number of staff required in security screening operations. Advanced automated detection software can remove much of the burden from security operators by reducing false and nuisance alarms. This results in a higher pass-rate which reduces time-consuming alarm resolution pat-down procedures.
Fewer alarms mean fewer staff are required to resolve alarms. Beyond increased security and operational efficiencies, advanced technology also improves the passenger checkpoint security screening experience. Additionally, as part of the DHS Screening at Speed (SaS) Program, Rohde & Schwarz and its partners have developed technology that can automate and deliver self-service security screening. It utilizes the QPS201 with a passenger guidance system and access control gating solution, requiring minimal security staff to mainly provide direction and if required, to resolve alarms. As widely reported in major media coverage this month, this solution has been deployed at Harry Reid Las Vegas International Airport at the Transportation Security Administration’s (TSA) Innovation Checkpoint for a six-month ongoing trial assessment. It was reported that this demonstration system can substantially reduce the number of screening operators from twelve people down to five for these trials.
Keeler: The role of technology in reducing the number of personnel required for security screening work, particularly during times of scarcity, is a multifaceted consideration influenced by task complexity and the efficacy of technological solutions.
The Leidos ProVision scanner uses wide-band frequencies to enable high levels of detection and throughput and at the same time minimize false alarm rates. Leidos image.
While technology, particularly AI, holds promise in streamlining security screening processes, its implementation hinges on the complexity of the task at hand. AI’s effectiveness is most pronounced when tasked with aspects of the screening process where it can deliver close to 100% probability results with a negligible false alarm rate. This doesn’t necessarily translate to a reduction in personnel numbers but rather a refinement in the qualifications required. AI can effectively guide operators, simplifying their tasks and enhancing overall efficiency. However, it’s premature to rely solely on machine vision algorithms given current technological limitations.
Beyond mere reductions in staffing, the crux lies in technology’s potential to enhance the Probability of Detection (PoD) of threat items. Irrespective of the workforce size, certain threats may evade detection through manual searches, particularly those concealed internally.
A system boasting a high PoD could indeed lead to a significant reduction in staffing requirements. However, this must be balanced with the risk of a heightened False Alarm Rate (FAR), wherein alarms are triggered for non-threatening items. Striking this balance is critical, often requiring optimization of the Receiver Operating Curve (ROC) to find equilibrium between PoD and FAR.
The impact of technology on staffing levels is palpable in people screening, where technologies such as millimeter-wave body scanners play a pivotal role. Depending on the FAR required to achieve an acceptable PoD, the need for manual pat-downs may vary. High FAR scenarios may necessitate numerous manual pat-downs, potentially escalating staffing requirements, especially considering same-sex pat-down protocols. Conversely, a low FAR at the requisite PoD could effectively reduce the demand for personnel.
In conclusion, while technology presents opportunities to enhance security screening efficiency and reduce staffing requirements, its implementation must be carefully calibrated to balance PoD and FAR considerations. Achieving this equilibrium is crucial to optimizing security screening processes in the face of staffing challenges.
Rohde & Schwarz R&S QPS201 security scanner delivers efficient security control while ensuring an unobtrusive and uncomplicated experience for scanned persons, the company says. It consists of a flat panel with thousands of transmitter antennas that emit extremely low-power millimeterwaves in very short succession and just as many receiver antennas. Persons being scanned stand squarely between the panels as if facing a mirror, holding their arms slightly away from their bodies. Rohde & Schwarz image.
TSI: What other trends are affecting the airport body scanner market, in terms of products and client needs?
Karnik: We expect to see automated, self-screening checkpoints more prevalent in the future. This requires body scanners to be not only accurate and fast, but easy for even the casual traveler to use. These checkpoints will also need enterprise software to enable and aid remote monitoring. With a holistic management solution, capable of integrating screening technologies across manufacturers, airports will have access to vital security data within a single interface. This could include everything from traveler verification data and flight data to the data collected from people and baggage scanners.
Jentsch: As passenger volumes continue to increase at airports around the world and as airport security staffing remains challenged, the airport body scanner market is being driven by the need for faster, more efficient and minimally intrusive security screening for all passengers.
In addition, technology needs to adapt to process a diverse range of passengers. The number of aging and disabled travelers is growing and there is the opportunity, with new technology, to make security screening easier and faster for all travelers.
Working with a wide range of our customers, we are being called upon to optimize the R&S QPS systems’ screening capability for specific use cases. At Rohde & Schwarz we are able to develop specialty software to adapt, both the R&S QPS201 and the R&S QPSWALK scanning software, for specific use cases to, for example, facilitate airport employee screening and enable other high-volume security screening operations.
Keeler: The airport body scanner market is undergoing significant shifts influenced by a multitude of factors ranging from technological advancements to evolving client needs and regulatory standards.
On the technological front, the prevalence of airport security procedures presents challenges in terms of efficiency and efficacy. While some airports still rely on traditional metal detectors, many have adopted state-of-the-art millimeter-wave scanners, which are increasingly becoming the preferred choice due to their superior detection capabilities when compared to metal detectors. Moreover, there’s a growing trend towards non-stop inspection procedures, streamlining the scanning process to minimize delays and queues, akin to passing through a metal detector seamlessly.
However, mm-wave scanners have limitations, particularly in their inability to provide internal imaging. This shortfall has paved the way for the potential resurgence of transmission X-ray body scanners, particularly those employing ultra-low doses of radiation. The legality of such scanners is a critical consideration, with regulatory standards like ANSI 43.17-2009 governing radiation safety in the United States. While some countries have stringent regulations against X-ray usage, advancements in technology and safety measures may pave the way for broader acceptance.
Moreover, the dynamic nature of aviation security demands equipment capable of addressing both existing and emerging threats. Suppliers are thus focused on enhancing the Probability of Detection (PoD) while reducing the False Alarm Rate (FAR) and streamlining scan duration to enhance throughput and passenger experience.
In essence, the future of airport body scanning lies in striking a delicate balance between technological innovation, regulatory compliance, and addressing evolving security threats. Advancements in AI, coupled with improvements in scanning technology, hold the promise of revolutionizing airport security, ensuring the safety and efficiency of air travel for passengers worldwide.
TSI: What body scanning products are you offering that address these trends and needs?
Jentsch: Unlike legacy body scanners, Rohde & Schwarz has developed on-person screening technology specifically to meet the needs of modern security screening operations. Both of our solutions utilize safe, high-definition mmW technology and both of our products utilize sophisticated AI and machine learning to continually improve the detection performance for increased throughput and improved passenger experience.
Our flagship solution, the R&S QPS201 Ultra High Definition (UHD) scanner, is widely deployed world-wide and has redefined the standard for on-person screening. The R&S QPS Walk2000 is our newest product in security scanners and utilizes ultra-wideband technology to deliver unmatched high-fidelity screening without the need for passengers and/or airport or other employees to divest outerwear and other clothing. The scanner screens continuously, without the need to stop, as required in typical checkpoint screening operations. For the first time, the R&S QPS Walk2000’s high-volume and high-definition on-person security screening technology delivers the capabilities security operators need.
Keeler: Since pioneering the world’s first Security Transmission X-ray Body Scanner in 1999, LINEV Systems has remained dedicated to continuous enhancement in design, development, and manufacturing of X-ray Transmission Body Scanners. These scanners are currently deployed across various sectors, including customs, prisons, diamond and precious metal mines, among others. LINEV Systems has supplied well over 1,000 units of different types, including torso, whole body, dual-view, and portable versions, all of which are readily available.
We offer unique low-dose transmission X-ray body scanners for airport security and customs control. We provide two main modifications: the full-body scanner, CLEARPASS, and the partial-body compact scanner, CLEARPASS CI. Both models are compatible with ANSI43.17-2009 regulations. Additionally, they boast extensive AI and machine vision functionality, offering very high throughput alongside the best X-ray image quality available on the market.
All of our body scanners feature AI and machine vision functionality. Threat visualization can be configured to display detailed information or in a privacy protection mode, similar to mm-wave scanners. Furthermore, our transmission X-ray body scanners are equipped with machine vision algorithms capable of distinguishing between different materials, such as clothes (green), electronics (blue), weapons (red), or unidentified objects (brown).
LINEV Systems is eagerly anticipating the alignment of the aviation market and radiation regulators with the significant benefits their products offer to security, and even to people’s health.
TSI: Finally, what advances are on the horizon for airport body scanners?
Jentsch: The future of body scanners promises even greater efficiency and comfort. For example, as technology continues to evolve, walk-through or walk-by, on-person screening will be possible in airport checkpoints and meet the requirements of other high volume security operations like the screening of aviation workers. Moreover, as scanner technology and AI make further advancements, mmW systems will become more precise with far fewer false alarms and better able to detect a wider range of smaller threats and contraband. This means that there will be less reliance for security operators and passengers may have self-service security screening options available to them.
Another key development on the horizon that passengers will love is the addition of footwear scanning to body scanners. Rohde & Schwarz and other manufacturers are exploring shoe scanner technologies that will eliminate the need for passengers to remove their shoes for security screening.
The challenges of screening people in airport security screening and the myriad of other use cases and missions are well known and Rohde & Schwarz has developed body scanner technology to address the needs of aviation security screening operations, but we are continuing to innovate. We have a few on-going research and development initiatives underway to add long-awaited capabilities to make on-person security screening more accurate, faster and easier for all passengers and security operators.
