View source for Airport security repercussions due to the September 11 attacks

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After the [[September 11 attacks]] (9/11) in 2001, there was an immediate call to action regarding the state of [[Airport security|aviation security]] measures as the [[Hijackers in the September 11 attacks|hijackers involved in 9/11]] were able to successfully pass through security and take command of the plane. The existing security measures flagged more than half of the 19 hijackers in 9/11; however, they were cleared to board the plane because their bags were not found to contain any explosives.<ref name=":1">{{Cite book |first=Bart |last=Elias |url=https://worldcat.org/oclc/227897515 |title=Aviation Security-Related Findings and Recommendations of the 9/11 Commission. |date=2005-03-30 |publisher=Defense Technical Information Center |oclc=227897515}}</ref> In the months and years following 9/11, security at many airports worldwide were reformed to deter similar terrorist plots.<ref name=":0">{{Cite journal|title = Terrorism, Airport Security, and the Private Sector|last = Seidenstat|first = Paul|date = May 2004|journal = Review of Policy Research|volume = 21|issue = 3|pages = 275–291|doi = 10.1111/j.1541-1338.2004.00075.x}}</ref><ref name=":2">{{Cite journal |last=Klenka |first=Michal |date=2019-02-09 |title=Major incidents that shaped aviation security |url=http://dx.doi.org/10.1007/s12198-019-00201-2 |journal=Journal of Transportation Security |volume=12 |issue=1–2 |pages=39–56 |doi=10.1007/s12198-019-00201-2 |s2cid=169783581 |issn=1938-7741|url-access=subscription }}</ref><ref name=":1" /><ref>{{Cite journal |date=2008-11-01 |title=Toward Risk-Based Aviation Security Policy |journal=OECD/ITF Joint Transport Research Centre Discussion Papers |doi=10.1787/228687543564 |hdl=10419/68797 |issn=2070-8270|doi-access=free }}</ref>

==Changes in airport security==
{{Multiple image
| image1            = Atta in airport.jpg
| image2            = Nawaf and Salem airport.gif
| caption2          = Hijackers [[Nawaf al-Hazmi|Nawaf]] and [[Salem al-Hazmi]] at [[Dulles International Airport]] in Virginia on 9/11
| caption1          = Hijackers [[Mohamed Atta]] (''in blue'') and [[Abdulaziz al-Omari]] (''in white, center'') at [[Portland International Jetport]] in Maine on [[9/11]]
| total_width       = 500
}}
Prior to September 11, 2001, airport screening was provided in the U.S. by [[private security companies]] contracted by the airline or airport. In November 2001, the [[Transportation Security Administration]] (TSA) was introduced to take over all of the security functions of the country's airports.<ref name=":0" /> The TSA increased the number of security agents employed from 16,200 to 56,000 and increased their compensation. In addition, they reformed the training for these agents. Prior to 9/11, the security staff was generally undertrained with a reported training time of 12 hours; afterwards, this training was increased to more than 100 hours.<ref name=":2" /> They also implemented verification tests of the training by projecting images of banned objects on machines to see if workers would be able to identify them.<ref name=":1" /> 

The actual process of security screening was revised as well after 9/11. Passenger pre-checks became standard<ref name=":1" /> and the percent of baggage screened for explosives increased from an approximate 5% to 100%.<ref name=":2" /> In some countries, for example, [[Sweden]], [[Norway]], and [[Finland]], there were no or only random security checks for domestic flights prior to 9/11.<ref name="di2001">[http://www.di.se/artiklar/2001/9/12/hojd-sakerhet-pa-flyget/ Höjd säkerhet på flyget] {{Webarchive|url=https://web.archive.org/web/20150923214343/http://www.di.se/artiklar/2001/9/12/hojd-sakerhet-pa-flyget/|date=2015-09-23}} (di.se 12 sep 2001) (Swedish)</ref> On or quickly after 9/11, decisions were made to introduce full security checks there. It was immediately implemented where possible,<ref name="di2001" /> but took one to two years to implement everywhere since terminals were often not prepared with room for it. The TSA also introduced changes on the airplanes themselves, including bulletproof and locked cockpit doors and [[Sky marshal|air marshals]] which became standard on commercial passenger aircraft.<ref>{{Cite web|title=Transportation Security Timeline {{!}} Transportation Security Administration|url=https://www.tsa.gov/timeline|access-date=2020-11-01|website=www.tsa.gov}}</ref><ref>{{Cite book |author1=Phillip A. Karber |url=https://worldcat.org/oclc/779182727 |title=Re-constructing Global Aviation in an Era of the Civil Aircraft as a Weapon of Destruction |date=2001–2002 |oclc=779182727}}</ref>
[[File:Cockpit door Airbus A319-100 D-AKNM Germanwings.jpg|left|thumb|300x300px|An open [[cockpit]] door on a [[Germanwings]]-operated [[Airbus A319]] in 2012 ]]

===Increased security on aircraft===
[[Cockpit]] doors on many aircraft are reinforced and [[bulletproof]] to prevent unauthorized access.<ref>{{cite web | url=https://www.thestar.com/news/world/2015/03/26/jet-cockpit-doors-nearly-impossible-to-open-by-intruders.html | title=Jet cockpit doors nearly impossible to open by intruders | work=Thestar.com | date=26 March 2015 | access-date=13 May 2015 | archive-url=https://web.archive.org/web/20150513000525/http://www.thestar.com/news/world/2015/03/26/jet-cockpit-doors-nearly-impossible-to-open-by-intruders.html | archive-date=2015-05-13 | url-status=live }}</ref> Passengers are now prohibited from entering the cockpit during flight. Some aircraft are also equipped with CCTV cameras, so the pilots can monitor cabin activity. Pilots are now allowed to carry firearms, but they must be trained and licensed. In the U.S., more [[Federal Air Marshal Service|federal air marshals]] have been placed on flights to improve security.

===Increased security screening===
On 9/11, hijackers [[Khalid al-Mihdhar]], [[Majed Moqed]], and [[Nawaf al-Hazmi]] all set off the metal detector. Despite being scanned with a hand-held detector, the hijackers were passed through. Security camera footage later showed some hijackers had what appeared to be [[box cutter]]s clipped to their back pockets.<ref>{{cite web|url = http://www.9-11commission.gov/report/911Report.pdf|title = The 9/11 Commission Report|access-date = 2013-12-20|archive-url = https://web.archive.org/web/20161019203222/https://9-11commission.gov/report/911Report.pdf|archive-date = 2016-10-19|url-status = live}}</ref> Box cutters and similar small knives were allowed onboard certain aircraft at the time.

Airport checkpoint screening has been significantly tightened since 2001, and security personnel are more thoroughly trained to detect weapons or explosives. In addition to standard metal detectors, many U.S. airports now employ [[full-body scanning]] machines, in which passengers are screened with [[Millimeter wave scanner|millimeter wave technology]] to check for potential hidden weapons or explosives on their persons.{{Citation needed|date=May 2016}} 
[[File:AIT Passenger Checkpoint Video.ogv|thumb|300x300px|2011 video made by the [[Transportation Security Administration|TSA]] detailing their modern [[airport security]] checkpoints]]
Initially, early body scanners provoked quite a bit of controversy because the images produced by the machines were deemed graphic and intrusive. Many considered this an invasion of personal privacy, as TSA screeners were essentially shown an image of each passenger's naked body. Newer body scanners have since been introduced which do not produce an image, but rather alert TSA screeners of areas on the body where an unknown item or substance may be hidden. A TSA security screener then inspects the indicated area(s) manually.<ref>{{Cite web|date=2019-08-06|title=Guns...|url=https://vip.politicsmeanspolitics.com/2019/08/06/guns/|access-date=2020-11-01|website=PMP {{!}} PMP-Magazine.com|language=en|archive-date=2022-06-19|archive-url=https://web.archive.org/web/20220619025127/https://vip.politicsmeanspolitics.com/2019/08/06/guns/|url-status=dead}}</ref>

===Identification checks===
On 9/11, some hijackers lacked proper identification, yet they were allowed to board due to being on domestic aircraft. After 9/11, all passengers 18 years or older in the U.S. must now have valid government-issued [[photo identification|photo ID]] in order to fly. Airports may check the ID of any passenger (and staff member) at any time to ensure the details on the ID match those on the printed boarding pass. Only under exceptional circumstances may an individual fly without a valid ID. If approved for flying without an ID, the individual will be subject to extra screening of their person and their carry-on items.{{citation needed|date=September 2019}} TSA does not have the capability to conduct [[background check]]s on passengers at checkpoints. Sensitive areas in airports, including airport ramps and operational spaces, are restricted from the general public. Called a SIDA ([[Security Identification Display Area]]) in the U.S., these spaces require special qualifications to enter.  Non-passengers can also no longer meet passengers at their gate inside the terminal, but rather must wait on the other side of the TSA security check.<ref>{{Cite web |last=Kuta |first=Sarah |title=You Can Now Meet Friends and Family at the Gate at This California Airport |url=https://www.smithsonianmag.com/smart-news/non-travelers-can-now-meet-friends-and-family-at-the-gate-at-this-california-airport-180981059/ |access-date=2024-08-23 |website=Smithsonian Magazine |language=en}}</ref><ref>{{Cite web|title=SIDA and AOA Badge Identification Requirements {{!}} Montrose County - Official Website|url=https://www.montrosecounty.net/692/SIDA-and-AOA-Badge-Identification-Requir|access-date=2020-11-01|website=www.montrosecounty.net|archive-date=2022-06-19|archive-url=https://web.archive.org/web/20220619025128/https://www.montrosecounty.net/692/SIDA-and-AOA-Badge-Identification-Requir|url-status=dead}}</ref>

A European Union regulation demanded airlines make sure that the individual boarding the aircraft is the same individual who checked in his or her luggage;<ref>{{cite web| url = https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32002R2320| title = Regulation (EC) No 2320/2002 ... common rules in the field of civil aviation security}}</ref> this was implemented by verifying an individual's identification both at luggage check-in and when boarding.
[[File:161129-Dulles-OFO-Ops-GF-010 (30519292054).jpg|thumb|300x300px|A traveler using a [[fingerprint scanner]] in front of a [[United States Customs and Border Protection|U.S. Customs and Border Protection]] officer at Dulles Airport in 2016]]
Some countries also fingerprint travellers or use retina and iris scanning to help detect potential criminals, although this is predominantly in relation to detection of immigration violations by inbound passengers rather than security checking of outbound passengers.<ref>{{Cite web |url=http://gulfnews.com/business/visas/75-000-arrested-at-airport-last-year-after-undergoing-iris-scan-1.607891 |title=75,000 arrested at airport last year after undergoing iris scan |access-date=2018-02-14 |archive-url=https://web.archive.org/web/20180214142356/http://gulfnews.com/business/visas/75-000-arrested-at-airport-last-year-after-undergoing-iris-scan-1.607891 |archive-date=2018-02-14 |url-status=live }}</ref>

==Criticism==
With regard to the 2015 [[Germanwings Flight 9525]] crash incident, a [[suicide by pilot]] where the captain was unable to regain access to the flight deck, some have stated that security features added to commercial airliners after 9/11 actually work against the safety of such planes.<ref>{{cite web | url=http://theconversation.com/germanwings-flight-4u9525-a-victim-of-the-deadlock-between-safety-and-security-demands-39386 | title=Germanwings flight 4U9525: a victim of the deadlock between safety and security demands | work=The Conversation | date=26 March 2015 | access-date=13 May 2015 | author=Yu, Yijun | archive-url=https://web.archive.org/web/20150429210048/http://theconversation.com/germanwings-flight-4u9525-a-victim-of-the-deadlock-between-safety-and-security-demands-39386 | archive-date=2015-04-29 | url-status=live }}</ref>

===Lawsuit===
In 2003, [[John Gilmore (activist)|John Gilmore]] sued [[United Airlines]], [[Southwest Airlines]], and then-[[United States Attorney General|U.S. Attorney General]] [[John Ashcroft]], arguing that requiring passengers to show identification before boarding domestic flights is tantamount to an [[internal passport]], and is unconstitutional.<ref>Julia Scheeres, [https://www.wired.com/politics/law/news/2003/01/57276 "Judge to Hear Air ID Challenge"] {{Webarchive|url=https://web.archive.org/web/20121020220948/http://www.wired.com/politics/law/news/2003/01/57276 |date=2012-10-20 }}, ''[[Wired News]]'', 2003-01-18</ref><ref>Ryan Singel, [https://www.wired.com/politics/security/news/2004/08/64599 "Flight ID Fight Revived"] {{Webarchive|url=https://web.archive.org/web/20130617131756/http://www.wired.com/politics/security/news/2004/08/64599 |date=2013-06-17 }}, ''Wired News'', 2004-08-16</ref> Gilmore lost the case, known as ''[[Gilmore v. Gonzales]]'', and an appeal to the [[U.S. Supreme Court]] was denied.

==== Privacy issues ====
Air security and restrictions after 9/11 have helped prevent further attacks from happening, but many Americans have issues with their privacy when traveling. The [[Computer-Assisted Passenger Prescreening System]] (CAPPS), was first implemented in the late 1990s by the FFA. CAPPS flagged 6 of the 19 terrorists that were part of 9/11. The concern with CAPPS was that it also flagged 65,000 other passengers that day. Many Americans viewed this as a threat to their privacy and their information. CAPPS II was created post 9/11 and was created for the same purpose of preventing terrorist attacks and ensuring the safety of Americans. Many Americans had issues with CAPPS II because they believe that it racially and politically profiled passengers.<ref>{{cite book |last1=Sidel |first1=Mark |title=More Secure Less Free? |date=2004 |publisher=The University of Michigan Press |url=https://press.umich.edu/Books/M/More-Secure-Less-Free3 |access-date=5 November 2023}}</ref> In 2004, the TSA was delayed in testing and developing CAPPS II because they could not obtain passenger data because of privacy concerns.<ref>{{cite web |title=AVIATION SECURITY Computer-Assisted Passenger Prescreening System Faces Significant Implementation Challenges |url=https://www.gao.gov/assets/gao-04-385.pdf |website=gao.gov |access-date=3 November 2023}}</ref>

==See also==
*[[Airport security]]
*[[No Fly List]]
*[[Security repercussions due to the 2006 transatlantic aircraft plot]]
*[[Canadian Air Transport Security Authority]]
*[[Airport racial profiling in the United States]]
*[[Security theater]] — unnecessary implementation of security measures for display
*[[Don't touch my junk]] — criticism of full-body pat-downs by the [[Transportation Security Administration|TSA]]

==References==
{{reflist}}

{{Sept11}}

{{DEFAULTSORT:Airport Security Repercussions Due To The September 11 Attacks}}
[[Category:Aviation security]]
[[Category:Aftermath of the September 11 attacks]]