The Lax Security of an Era: Why Hijackings Were So Easy Before 9/11

A look back in time reveals that aviation security was virtually non-existent before the tragic events of September 11, 2001. Airline operators and regulators failed to recognize the increasing risks and did little to implement stringent measures until it was too late. Here, we explore why it was so easy for hijackers to take over aircraft from the 1960s through the 1980s, and how the lack of proper passenger screening and reinforced cockpit doors contributed to the vulnerability of the era's air travel.

The Early Days: Before the Late 1970s

The first question that should be addressed is actually 'before the late 1970s' - up to that point, there was no screening at all. This realization can be better understood by examining old films such as The High and the Mighty (1954) and Airport (1970), which are remarkably accurate in depicting airline operations of that era.

In The High and the Mighty, a piston-engine airliner faces a critical situation during a flight from Honolulu to San Francisco. Among the passengers is an ex-husband and his ex-wife's boyfriend. At one point, the husband pulls out a gun, which is wrestled away from him and then given back to him after he calms down. Even more chilling is the scenario in Airport where a little old lady secretly stows away on a plane flown by Dean Martin. This passenger ends up carrying a briefcase filled with a bomb, which he detonates after committing suicide mid-air.

Both of these plots sound outlandish today, but in 1956 and 1970, they were entirely plausible. It is telling that during that era, a weapon being repossessible was common practice, and the airline industry made minimal efforts to prevent such incidents.

Passenger Screenings and Policy Shifts

The lack of security screening came to a head with a series of high-profile hijackings in the 1970s. It was only after a significant number of political hijackings that passenger screenings began to be implemented. However, the primary objective of the hijackers was to use the plane and passengers as hostages, not as weapons. As a result, negotiators often went along with the hijackers' demands while airborne, hoping to land the plane safely and then arrange a rescue or deal with the situation upon landing.

Given this policy, there was no urgent need to lock the pilots in a secure location. The mindset was that if the hijackers' demands were met, they would be less likely to cause harm. Thus, the concept of reinforced cockpit doors, so integral to today's aviation security, was not a priority until after the events of September 11, 2001.

The FAA's Role and the Incident with TWA Flight 2

The Federal Aviation Administration (FAA) played a crucial role in the evolution of air travel security. Travel by air was relatively similar to travel by bus, with limited protection measures. A prime example of the frivolous oversight is the case of TWA Flight 2, which collided with United Airlines Flight 718 over the Grand Canyon on June 30, 1956. This tragedy led to a significant overhaul of air traffic control systems, moving from a manual to a radar-based system with extensive positive control.

This incident, similar to the 9/11 hijackings, highlighted the critical need for improved aviation safety. Yet, it took the far more severe events of 9/11 to instigate the drastic changes in air travel security that we see today, including the reinforcement of cockpit doors and the stringent measures that ensure the safety of all passengers and crew.

Airline Accountability and Financial Considerations

The lack of emphasis on security measures was not exclusively due to regulatory failure. The airlines themselves, more concerned with their bottom lines, did not want to spend extra money on the retrofitting of aircraft to make them more secure. Therefore, while the FAA and other aviation authorities did little to improve security, the airlines were equally responsible for their own safety standards.

It is clear that the lax security measures and the minimal concerns about potential threats led to a catastrophic vulnerability during the 1960s through the 1980s. Only after 9/11 were the necessary changes made to fortify the cockpit doors and implement proper passenger screening to prevent such incidents from happening again.