The Hidden Threat to Airport Security

    While you are at the airport, most people are concerned with physical security threats. What about the hidden risks? Cybersecurity puts most consumers at risk, and they do not even realize it. Technology has made the whole airport experience more streamlined, but at the same time, giving hackers more opportunities to steal information. 

    I personally have used airline apps to book my flight. I did not take a checked bag since it was a quick trip. I skipped the ticket counter and headed straight to the TSA security checkpoint with my mobile boarding pass and carry-on bag. The TSA checkpoint is the only point I was required to show identification. Once I got to my gate, the flight crew scanned my mobile pass on my smartwatch and allowed me to board. My whole airport experience was hastened with hands-free technology, but what cybersecurity did I put myself through without even realizing it? 

In 2016, aviation systems had 1,000 cyber-attacks each month (Spero, 2018). With 19,633 airports in the U.S. alone, you can quickly see the wide range of opportunities hackers have to exploit. A recent report found that 97% of the world’s largest airports had cybersecurity vulnerabilities (Spero, 2018). Hackers know that people sometimes have long layovers and will try to connect to free Wi-Fi hotspots to watch movies or catch up on work. Rogue hotspots are Wi-Fi access points set up by attackers in attempts to steal credit card information or other personal data (Willemsen & Cadee, 2018). The rogue hotspots will be disguised as an actual airport Wi-Fi name, so many people do not realize that their information is being stolen. Another security threat is airline mobile applications. It was found that 100% of the applications had at least two vulnerabilities. These vulnerabilities include privacy issues, external software frameworks, and 33.7% of the applications not even equipped with encryption (Craiger, 2021).  There are no security standards for these applications currently.   

 

Note. Table from (Craiger, 2021).

    The airport’s infrastructure also has risks for cybersecurity. Many times, third parties are the ones who install the software. They will often add new software to the old, outdated equipment making the systems obsolete (Willemsen & Cadee, 2018). In 2016, Vietnam Airlines’ systems went down from hackers, and they had to do everything by hand causing delays (Spero, 2018).  

    TSA has 20 layers of U.S. aviation security (Federal Aviation Administration, 2017). Some of these layers such as the intelligence teams, pre-screening, and security officers are all tackling the cybersecurity threat. For example, security officers keep an eye out for open ethernet ports and any devices that are left unoccupied (Craiger, 2021). What else can be implemented to cut down on the airport cybersecurity threat? Travelers should be overly cautious with connecting to airport Wi-Fi and using mobile applications. Hackers will go to great lengths to steal personal information. If anyone sees something suspicious, they should report it. Another measure that should be taken is that airlines should have a set standard for minimum security encryptions and routine software checks for any leaks. Third-party companies should also be held accountable for audits of their systems to ensure everything is running smoothly. Everyone can play a part in airport cybersecurity.  

    

Resources 

Craiger, P. J.[NCyTE Center]. (2021, June 20). National Airspace System and Airport Cybersecurity (3 of 3) [Video]. YouTube. https://www.youtube.com/watch?v=ziAvyNYNZBA 

Federal Aviation Administration. (2017, August 1). Inside look: TSA layers of security. Inside Look: TSA Layers of Security | Transportation Security Administration. Retrieved August 26, 2022, from https://www.tsa.gov/blog/2017/08/01/inside-look-tsa-layers-security 

Spero, J. (2018). Digital-keen customers put airport cyber security at risk. FT. Com, http://ezproxy.libproxy.db.erau.edu/login?url=https://www.proquest.com/trade-journals/digital-keen-customers-put-airport-cyber-security/docview/2072386187/se-2 

Willemsen, B., & Cadee, M. (2018). Extending the airport boundary: Connecting physical security and cybersecurity. Journal of Airport Management, 12(3), 236–247. 

Landing Gear System

    Landing gear systems are like the legs and feet of an aircraft. It is the only aircraft system that connects the ground surface to the structure of the aircraft. If there is a landing gear malfunction, the safety of the occupants quickly becomes a concern. 

    Most landing gear systems consists of three wheels. The location of the wheels changes the type of landing gear system it is. A conventional gear system, also known as a tailwheel landing gear, is an outdated fixed landing gear system that uses a rear mounted wheel instead of the nosewheel (PHAK, 2016). The pilot applies the left or right brake to steer the aircraft to the respectable direction while on the ground. The aircraft stance will sit higher in the front and lower in the back due to the position of the smaller rear mounted wheel (ERAU, 2016). Therefore, the angle of attack will be effected leading to pilot's visibility issues.

     A nosewheel landing gear system is most commonly used nowadays. It has two wheels mounted on each side of the fuselage along with the third wheel being in the nose (PHAK, 2016). The landing gear system can be either fixed or retractable. The pilot guides the nose wheel by pressing on the rudder pedals. The tricycle gears systems allow for better visibility and harder braking than the conventional gear system (ERAU, 2016).

Angles of Attack effected by Landing Gear System
Note. Zenith Aircraft Company photo https://zenithair.net/design-750-gear/

    Retractable landing gear systems are better for aerodynamics. The wheels and struts are swung up inside of the aircraft to reduce drag after takeoff (ERAU, 2016). The reduced drag increases fuel efficiency and performance. The fixed gear system is a simpler system more commonly used on smaller training aircrafts. The pilot does not have to remember to lower the gear for landing. This becomes particularly useful when the student pilot is learning how to run other checklists and may not remember to retract the landing gear. The simpler design means less maintenance, but more drag. 

           What happens if the retractable landing gear malfunctions? The first step the pilot could do is initiate their emergency checklist. Some aircrafts are equipped with emergency saving devices like a pneumatic emergency landing gear blowdown system (i, & Li, Y., 2017). Retractable landing gears work in conjunction with the hydraulic system to retract the gear. In the event of a hydraulic system failure, an emergency pneumatic system can be used. The emergency air can forcefully unlock and lower the landing gear. Routine maintenance and system operational checks can also be performed to make sure that the systems are operating with no defects.Tires and struts are also replaced routinely for safe take offs and landings.

Check out Team SHAR from Nalls Aviation (2016) performing operational checks on the landing gear system!

References

Flight Department of ERAU’s Daytona Beach Campus[ERAU SpecialVFR]. (2016, September 9). Aircraft Systems -04-Landing Gear [Video]. YouTube. https://www.youtube.com/watch?v=skv6CgCY3vM&list=PLzW-Ub1FWeZzdOHQhNK0U0Ci1a-VRH8IO&index=36

i, & Li, Y. (2017). The Review and Development of the Landing Gear Emergency Release System. MATEC Web of Conferences, 114, 3016–. https://doi.org/10.1051/matecconf/201711403016

Pilot's Handbook of Aeronautical Knowledge. (2016). United States Department of Transportation. Federal Aviation Administration https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/phak/09_phak_ch7.pdf

Team SHAR of Nalls Aviaition [Art Nalls,Jr].(2016, April 5). IMG 0032 [Video]. YouTube. https://youtu.be/rCj834sDh28

The Effects of Density Altitude on Aircraft Performance

    Pilots have more than just the four fundamental forces to worry about to fly safely. Density altitude is arguably one of the biggest environmental factors to account for. Density altitude is defined as, “the pressure altitude corrected for nonstandard temperature variations” (Federal Aviation Administration, 2008). The standard temperature is 59 °F at sea level or 29.92 "Hg. The standard temperature goes up with the rise in elevation.  

    If there is a different temperature than the standard temperature, then the nonstandard temperature should be taken into consideration by the pilot for the expected aircraft performance. During takeoff and landing, this becomes crucial. The owner of Leadville-Lake County Airport describes the effects of density altitude, “as the density altitude goes up, the plane thinks it’s at a higher altitude” (Romano, M. 2001, Feb 04). An aircraft at higher altitudes will react differently to flight control inputs than an aircraft at lower altitudes due to the air being less dense. Density altitude can decrease flight performance with higher altitude and temperature (Federal Aviation Administration, 2008). The air becomes less dense as the altitude increases. When the air is less dense, power, thrust, and lift are reduced leading to decreased aircraft performance (Aviation Supplies & Academics, 2016).  

 FAA–P–8740–2  Chart

    Pilots can combat the decreased plane performance due to higher density altitude by increasing the takeoff distance. The power is reduced at higher density altitudes because the engine takes in less air. The air molecules are more compact at lower altitudes allowing for more thrust to be generated by the propellers and at the same time, more power to be produced by the engine (Aviation Supplies & Academics, 2016). While temperature is an independent environmental variable, pilots can schedule their flights at cooler times of the day if applicable. For example, the hours between 12 pm and 4 pm are likely to be hotter than 5 am or 9 pm. The option to change flight times for an airline pilot may not be likely, but maybe a private pilot could choose this method to increase flight performance and efficiency. Another option to help offset the decreased performance may be to decrease the gross weight. If the aircraft is acting like it is at a higher altitude than it actually is due to the high density altitude, then the added weight would affect the ability of the aircraft to lift. Therefore, the rate of climb would also be affected. Pilots have a lot to account for before ever taking off. That's why preflight preparations for things like density altitudes are so important for safe flights.

References

Aviation Supplies & Academics. (2016). Ch. 11 Aircraft Performance. In Pilot's Handbook of Aeronautical Knowledge: Faa-H-8083-25B. https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/phak/13_phak_ch11.pdf. 

 

Federal Aviation Administration. (2008). Density altitude FAA–P–8740–2 AFS–8 https://www.faasafety.gov/files/gslac/library/documents/2011/Aug/56396/FAA%20P-8740-02%20DensityAltitude[hi-res]%20branded.pdf 

 

Romano, M. (2001, Feb 04). FLYING IN THIN AIR CHALLENGE FOR AIRCRAFT AS TEMPERATURE RISES, HIGH `DENSITY ALTITUDE' PHENOMENON ROBS PLANE OF POWER, PERFORMANCE: [FINAL EDITION]. Rocky Mountain News http://ezproxy.libproxy.db.erau.edu/login?url=https://www-proquest-com.ezproxy.libproxy.db.erau.edu/newspapers/flying-thin-air-challenge-aircraft-as-temperature/docview/413358681/se-2