Low current systems at the airport

Low current systems at the airport

Airports are unique environments. As a consequence, they require unique electrical installation solutions. As airports around the world become increasingly modernised, with sites like Changi Airport in Singapore and Dubai International Airport leading the way into the future, electrical installation in airports has become more complicated.


Of course, it’s also vital that the airport’s electrical supply does not interfere with the delicate operation of aeroplanes. Because of this, low current systems at the airport are becoming increasingly in demand. Low current systems function with a low current and extra low voltage.


A solution for signage


There’s no question that signage improves the customer’s journey around the airport, helping them to navigate and find important information. Anyone who has travelled through an airport will know that they have a vast amount of digital signage, particularly modern major international airports. Digital signage, and especially low current digital signage or a video wall, is known to be an environmentally friendly option. It saves on financial and energy expenditure, particularly at sites where large amounts of digital signage are needed, such as an airport.


Public address systems


Public Address & Voice Alarm Systems (PA/VA) are another essential part of the airport. PA/VA systems are vital for security and communication, making sure passengers get to their flights on time, and rapidly responding to problems. Much like digital signage, PA/VA systems are in near-constant use at airports, making low current systems an increasingly popular option. There are now a variety of low current PA/VA systems on the market, ranging from simple microphone and speaker set-ups through to sophisticated evacuation systems.


Enhanced fire safety


With so many people passing through the site every day, safety is paramount at any airport. A robust fire alarm system is an important part of the safety and security network. Low current fire alarm systems are becoming a common choice at airports, reducing consumption and costs but guaranteeing improved safety.


A fantastic benefit of a low current fire alarm system at the airport is that it can be integrated with other low current systems, either new or existing. For example, the fire alarm system can be linked to a mass evacuation system, encouraging a prompt and efficient evacuation in an emergency.


Secure car parking


Airports also demand rigorous car park management systems (CPMS) for the security of vehicles. Cars may be parked at the airport for a brief duration or an extended stay, and airports often boast expansive parking facilities. An efficient CPMS ensures that the facilities run smoothly and keeps vehicles safe. Low current management systems can be installed indoors or outdoors, as well as in multi-level parking structures. A low current system helps the CPMS to be more energy and cost-efficient, which is beneficial for another system that is required to operate continually.


Enhancing the passenger experience


It’s clear that low current systems at the airport can be used for a variety of functions that all serve to enhance the passenger’s experience. Through improved security, as well as clear communication and information, low current systems are an effective way for airports to modernise and aid passengers without consuming vast amounts of energy or affecting transport operations



What is the ICAO and what is it responsible for?

The ICAO (International Civil Aviation Organisation) is an aviation body belonging to the United Nations. Headquartered in Canada, the aviation authority was formed to regulate the global aviation industry by enforcing a set of standards. These standards cover the fields of international air navigation and the planning, development and manufacturing of aircraft. Its goal is to ensure safety across the aviation industry through setting these standards, and its vision is to “achieve the sustainable growth of the global civil aviation system”.

Member states

There are 193 member states of the ICAO. The ICAO monitors each of these member states, helping them adhere to the same standards. This helps to mitigate risk in aviation manufacturing and engineering, making it as safe as possible to fly. All 193 member states are expected to adopt the standards set by the ICAO; however, they are only intended to be guidelines. It is possible for member states to modify the standards if it becomes necessary – but only upon approval from the ICAO.

Member states consistently follow these safety standards and report any differences to the ICAO as they happen. The ICAO then publishes these results, which acts as a reassurance to the industry and its consumers of global safety in aviation.

Research and development

In addition to providing a set of standards to the aviation industry, the ICAO is also responsible for researching any new innovations in air transport policy and standardisation. The organisation works with other aviation industry companies, such as civil society groups, governments and international or regional businesses to explore new developments. In partnership with these industry groups, the ICAO then ensures its set of standards is updated if necessary.

The ICAO regularly holds taskforce meetings, conventions and panel discussions to identify new technical, socio-economical and political developments. It then provides any relevant advice to governments regarding new or updated standards. The organisation also runs various educational programmes for students or those wishing to develop careers in the aviation industry.

From its seven regional bases in Bangkok, Cairo, Dakar, Lima, Mexico City, Nairobi and Paris, it also provides regional support to member states. These offices offer a closer level of support to participating countries and enable the ICAO to work more effectively with local governments. These regional offices are responsible for helping to set standards in the areas of air navigation functions, air transport functions, technical co-operation functions and aviation security. They also help to collate regional copies of air laws and regulations from contracting states.

Working with regional bodies

The ICAO’s regional offices also work with local and regional aviation associations, such as the European Civil Aviation Conference (ECAC), Latin American Civil Aviation Commission and (LACAC) African Civil Aviation Commission (AFCAC) to ensure consistency across the development of air transport policies and systems.


The ICAO is not an organisation that regulates the industry; it simply provides recommendations and advice as to what international aviation standards should be. It is not responsible for ensuring these standards are followed through – this remains the responsibility of each local member state.

The International Civil Aviation Organisation is funded and governed by the 193 member states.

Cyber Security

Ransomware: Data or Principle

The cybercrimes are on the increase as the world quickly evolved to an interconnected web of different devices. The rising danger of cybercrimes is also faced with cyber security experts who detect vulnerabilities within different scopes of the field. That being said cybercriminals also have their ways to infiltrate systems and new ways to commit crimes. There are many types of cybercrimes but most of them have something in common which is money. From phishing and fraud to Identity theft almost always the aim is to gain illegal cash. One of the latest cybercrimes to hit the world by surprise is the infamous ransomware attacks. Basically a ransomware attack consist of taking your data as a hostage by encrypting it and asking for a ransom to decrypt it. These attacks started on individuals asking for a small ransom to major corporations and higher targets and risks. Ransomware attacks will be discussed in more details including its types, history, victims and technical aspects.

Ransomware is a malware to takes your computer or you data as a hostage until you pay a ransom. It does that by either locking your computer with a password or by encrypting your data that it can’t be readable unless you enter a decrypt key. There are two main types of ransomware, the most used type is called crypto ransomware, which encrypts you files and data. The other type is locker ransomware, which prevents you from accessing you data by locking your device. The data in this situation is untouched you just don’t have access to it which makes it easier to overcome. Even if the ransomware is removed your data is still there, that makes it less effective type of ransomware. On the other hand, the crypto type where you have access to your device but all your data is encrypted and cannot be read. In this case even if the malware is removed you still can’t read your data without the decrypt code. The decrypt code is usually the key to decrypt your files and that’s what the cyber criminals give to you when you pay the ransom.  That’s why crypto ransomware is more common and effective than the locker ransomware.

The history of ransomware goes a while back however it haven’t been very effective until very recently. This is a quick flash back to how it all started, in 1989 the first ransomware virus was created by a Harvard biologist. It was distributed in a floppy disk during the World Health Organization Aids conference and that’s where it got its name “AIDS Trojan”. It was a simple crypto ransomware that encrypted files names and tools became available to decrypt it. Then in 2005 came the first modern ransomware called GPCoder, its encryption technique was weak so it was very easy to decrypt. It was spread by spam email attachment that claimed it to be a job application. In 2007 the first appearance of locker ransom was in the shape of a pornographic picture on a locked computer and demands to to text or call a premium number to remove it. Ransomware gained momentum and criminals got more it’s rewarding especially after the introduction of the cryptocurrency Bitcoin that gives you access to anonymous transactions.  Ransomware took a revolutionary step in 2012 when different toolkits emerged that helped cybercriminals making their own ransomware viruses. Since then many ransomwares came to light with different technologies and capabilities to encrypt more file types. In 2016 during the first quarter, McAfee Labs measured 1.2 million ransomware attacks and the FBI estimated that $209,000,000 was generated by ransomware.(Richardson and North) in 2019 the estimated losses in the US due to the ransomware was around 7.5 billion dollars.

One of the most recent victims to ransomware attacks is the GPS and fitness giant Garmin. In July 23rd 2020 the connected app, all wearable technology, website, aviation database and even call centers were shut down due to the ransomware attack. According to BBC News, Garmin has said it was “the victim of a cyber-attack that encrypted some of our systems”(Tidy). However the company mentioned that no customer data including payment information from Garmin Pay were lost or stolen. The malware involved was identified as Wasted Locker – a program that scrambles the target’s data, and was first detected in the wild around April (Tidy). Some reports speculate that the company had been asked to pay 10 million dollars to get its systems back online. Service are back to normal as we speak however it took around a month for all the backlog data to be processed and all services to be online again. There are rumors that Garmin paid the multi million ransom and got a decryption key to resume their services. The hack was linked to a group called Evil Corp in Russia that the US government have indicted for similar crimes in 2019.

Technical aspects and analysis of the WastedLocker ransomware that have been used to attack Garmin is vital to minimize risks associated with ransomware in general. How the Trojan was deployed into the system is still unknown as Garmin have be very discreet with the details of the attack. However, once deployed the inner workings of a sample is created for technical analysis by security experts. “It’s worth noticing that WastedLocker has a command line interface allows it to process several arguments that control the way it operates.”(Sinitsyn) Those ways of controlling the Trojan helps the attacker to set priority processing making it encrypt a chosen directory first and adding it to an exclusion list, then the rest of the files on device will be encrypted, stopping it from encrypting the same files twice. Other aspects can be to encrypt a specific directory only and to encrypt network files using a certain authentication. The most important part is –r command which will start the sequence to create a service within the system that hijacks it and takes control. (Sinitsyn) –s will start the created service, it will lead to the encryption of any files the malware can find. Another powerful feature that WastedLocker has is UAC (user account control) bypass, the Trojan will check the integrity level it started on. If the privileges are low it will try to take higher privileges without displaying the UAC prompt. Basically it created a duplicate of the system files to take over the DDL (dynamic link library) and the NTFS (new Technology file system). It does so by creating new directory in %appdata% randomly by choosing from substrings in the list of registry key SYSTEM\CurrentControlSet\Control\.(Sinitsyn) Then a random EXE or DLL file from the system will be embodied by the Trojan into its NTFS stream “:bin” and moved to the new directory. Then create a temporary directory with mount point at “C:\Windows ” with a space at the end by using an API function. Then subdirectory of system32 will be created to resemble system files and a copy of legitimate winsat.exe and winmm.dll into that subdirectory. Then winmm.dll will be patched to replace the entry point code with a “short fragment of malicious code whose only purpose is to launch the content of the alternate NTFS stream created earlier”.(Sinitsyn) The launching the windows assessment file winsat.exe will trigger the loading of the patched file as a result of DDL Hijacking. “The above sequence of actions results in WastedLocker being relaunched from the alternate NTFS stream with elevated administrative privileges without displaying the UAC prompt.” (Sinitsyn) This explains command line interface of the Trojan, system infiltration, and how it takes control over the host DDL to gain privileges to encrypt files.

Now that the Trojan has high system privileges and gained access to all files, the encryption part will be discussed in details. WastedLocker uses a combination of the RSA and AES algorithms for encryption as it became the classic algorithms for most crypto-ransomware families. “For each processed file, WastedLocker generates a unique 256 bit key and a 128 bit IV which will be used to encrypt the file content using the AES-256 algorithm in CBC (Block cipher mode of operation) mode.” (Sinitsyn) Then each encrypted file will have a new additional extension “.garminwasted”. The Trojan checks the integrity of the decryption by using an MD5 hash of original content before encryption. This ensures that the data is back to its original form and correctness of the procedure. All the keys and the MD5 hash of original files are encrypted in RSA public key within the body of the Trojan. This could be a weakness for WastedLocker if it was mass-distributed as they will have the same RSA public key. That means one RSA private key could decrypt all victims encrypted files. However, this ransomware is used for specific targets and designed accordingly. Now that the data is encrypted it rises the dilemma of, “Data or Principle”, to pay or not to pay that is the question.

This incident makes a great case study for analysis, learning and future recommendations. The first and most important lesson is that no corporation is safe from ransomware, countermeasures have to be taken to ensure it doesn’t happen to you. It’s obviously noticed especially with WastedLocker that attacks are targeted and timed and highly organized by known crime syndicates. Also it’s worth noticing that ransomware is most powerful when it impacts customer operations. I work in a hospital which is the most favorite target and most targeted for ransomware attackers due to the high importance of patients data. Have no network safeguards can add fuel to the fire of the attack, as when you have products and services that are all connected without failsafe points. (Mello Jr.) Lastly, the human error is the biggest perpetrator in ransomware cases, even though it was not stated by Garmin but well known networks that the Trojan masqueraded itself as an update on a website until downloaded by a user. (Mello Jr.) Because of the lack of cyber security training and awareness this kind of attack was successful to use human ignorance and error to manifest itself within the network. All these lessons to be learned are vital to business as there are no reasons to believe the ransomware virus pandemic is going to decline in the future.

Ransomware is a devastating economical cybercrime that damages not only corporations but nations. I even was personally affected by this ransomware as I own various Garmin products which couldn’t function fully because app wasn’t working properly. Also I was waiting for a diving watch that was supposed to be available right when the attack happened. The cybercriminals only have one motive in this crime which is money, they don’t care if they encrypt a hospital database and cost people lives. They are picking their targets more carefully to ensure huge payments. It’s better to be safe than sorry so awareness of cyber security is very important in every corporation and establishment. This incident and many others should be a guideline for corporations to learn and implement changes that would stop the threat of ransomware. You should always think is it your data worth more than your principle when paying for a ransomware.

Work Citied:

Mello Jr., John P. 8 Lessons from the Garmin Ransomware Attack. 11 Sept. 2020, techbeacon.com/security/8-lessons-garmin-ransomware-attack.

Sinitsyn, Fedor. “WastedLocker: Technical Analysis.” Securelist, Kaspersky Lab, 31 July 2020, securelist.com/wastedlocker-technical-analysis/97944/.

Richardson, Ronny, and Max M North. “Ransomware: Evolution, Mitigation and Prevention.” DigitalCommons, Kennesaw State University, 1 Jan. 2017, digitalcommons.kennesaw.edu/facpubs/4276/.

Tidy, Joe. “Garmin Begins Recovery from Ransomware Attack.” BBC News, BBC, 27 July 2020, www.bbc.com/news/technology-53553576.


A guide to helipads and their different types

A guide to helipads and their different types

Helipads are landing pads designed for helicopters. They can be found almost anywhere, including the roofs of tall, private buildings and skyscrapers, in front of hospitals and healthcare facilities, golf courses, and other places where helicopters are commonly used. Generally speaking, helipads are large circular areas of concrete emblazoned with a large letter ‘H’ to signify their purpose.

The world of helipads is a little more complex than you might first imagine, however, and it continues to evolve in line with the needs of pilots. In this brief guide, we offer an introduction to helipads and their different types.

Heliports vs. helipads: What’s the difference?

Heliports are slightly more complex than standard helipads, acting almost like an airport specifically designed for use by helicopter pilots. They are typically found in built-up areas or places where helicopters are used frequently. They tend to include an array of amenities including fuelling stations, ticketing services, air traffic control facilities, and night landing lights. A heliport may even include a terminal building with retail outlets. Most airports feature heliports alongside their standard aviation facilities. In such cases, the heliport is usually found far away from the airport’s runways to avoid any safety or congestion issues.

What are helipads made from?

Helipads are typically constructed from steel or concrete embedded in the ground. However, in certain situations, they may be constructed with different materials to suit unstable surfaces. Helipads on offshore oil and gas platforms, for example, are often constructed using aluminium. Aluminium offers a range of benefits compared to standard concrete, including strong performance in saline environments, shorter assembly times, and lower operational and maintenance costs in the long term.

The low weight of the metal means aluminium pads can be added to almost any tall building. It has also seen a recent uptick thanks to environmental concerns, as aluminium is 100% recyclable.

As the helipad industry continues to evolve, we are likely to see an increasing number of aluminium models pop up around the world.

Innovations in helipad systems

The helipad industry has seen a number of new innovations in recent years thanks to the changing needs and demands of helicopter pilots. Firstly, new glass blasted surfaces have been introduced as they provide more friction than previous serrated surfaces. As well as making landing safer, they can help to reduce glare when it is sunny, making the job of landing a helicopter much easier.

Some helipad companies are also starting to include a range of new features such as handrails and LED lighting to make the experience of landing and getting into a helicopter easier and more pleasant.

Helipad matting

Helipad matting is a type of portable material that can be laid on a surface to create a temporary helipad. It provides a visual guide for helicopter pilots looking to land their vehicles and offers a safer take-off and landing experience. The most important way in which it does this is preventing something known as “brownout”, a loss of vision due to sand or dust being pushed into the air by the sheer strength of a helicopter’s downward force. Brownouts are well-known for posing a danger as they can cause spatial disorientation, confusion, and panic.

Specialised runway lighting – how it helps planes

Specialised runway lighting – how it helps planes

Runway lighting is a key necessity for the safe passage of air travellers or cargo. A modern marvel, airports in themselves are a statement to the ongoing progression of technology and state-of-the-art engineering. Runway lighting is an important staple for the landing and take-off of our pilots, further refining the efficiency of international flight.


Runway edge lighting is used to illuminate the edges of runways amidst times of poor visibility or darkness. There are a variety of specialised lighting systems, each classified depending on the intensity of light they are able to produce. There are 3 main categories: High-intensity Runway Lights (HIRL), Medium Intensity Runway Lights (MIRL), and Low Intensity Runway Lights (LIRL).


Whilst the runway may appear a confusing mess of lines and colour, each set of lights is impeccably planned, placed and assessed for its role in aiding take-off and landing.


Locating the edges of the runway is the most hazardous aspect of the pilot’s journey, hence why the edge lighting is white – so it is easily visible even on the darkest of nights!


The length of the runway also requires specialised lighting, this time colour-coded at intermittent distances, to provide the pilot with an accurate sense of how far along the runway they may be. Yellow replaces the white on the final 2,000 feet of the runway – starting what is called the ‘caution zone’. The lights at the end of the runway have dual properties, emitting red light towards the runway to highlight the end and emitting green light outward from the runway to indicate the landing threshold for aircraft above.


Another crucial feature of runway lighting is the centerline lights, spaced at exactly 50-foot increments for the purpose of aiding visibility. In poor weather conditions, judging distance can be a precarious task, but centerline lights dismiss this potential problem. Similar to the lights illuminating length, these also turn red in the final stages of the runway.


A fascinating part of runway specialised lighting, and arguably one of the most important, is the lighting for illuminating the specific landing section, what is appropriately named the ‘touchdown zone’. It is incredibly useful in assuring reliable accuracy in low-visibility conditions. These are made up of two rows of “transverse light bars” which symmetrically illuminate the runway centerline. These lights are white and start 100 feet after the landing threshold, finishing 3,000 feet beyond.


It is evident that specialised runway lighting plays a crucial part in the aviation industry, and maintaining the safety of large amounts of people, 24/7, 365 days a year. Such extensive focus and investment in specialised lighting technology guarantee reliability, accuracy and precision – three elementary factors of successful, long-lasting air travel. Without such advances in lighting, our air travel would be much more limited; imagine trying to land a plane at night with no clear idea of where you need to land, or how far along the runway the plane is.


Specialised lighting allows for night travel and travel in precarious weather conditions, and with plane travel being such an instrumental part of people’s daily lives, whether its an important meeting or a family emergency, accurate lighting technology allows for the needs of the people, whatever they may be, to be met with professionalism and reliability.

Aerospace Business

3 ways aerospace businesses can attract more customers in 2021

2020 was a difficult year for many businesses in the aerospace industry. Any business that relied on passenger numbers and commercial air transport for revenue took a significant hit thanks to covid. But with vaccines now rolling out, 2021 could be a much brighter year for many. Now that aerospace businesses are starting to plan for a post-covid world, it’s worth reevaluating your approach to lead generation and customer acquisition.


Below are some tried and tested methods for finding and acquiring new customers. Any business in the aeronautics and aerospace industries can benefit from incorporating these ideas into their corporate and marketing strategies.




One of the simplest and most reliable ways of reaching new audiences is through partnerships with other businesses. Partnerships should be beneficial to all the parties involved, but smaller businesses tend to benefit the most from these arrangements. The most logical businesses to partner with are those that have synergy with your products and services. Some businesses, such as Bayanat Engineering, which produces a range of technology for the aerospace sector, can form meaningful partnerships with numerous businesses throughout the industry. For example, they offer a range of technology for use in airport terminals. A partnership with a major airport could be very lucrative and lead to more opportunities in the future. Meanwhile, the airport can benefit from exclusive or cut-price access to any new equipment Bayanat adds to its lineup.


Identify your competitive advantages


Every business owner should be able to define precisely what their business offers that sets it apart from its competitors. A business’s unique selling point is the reason that its audience should choose it over the alternatives. But defining a competitive advantage can be a bit more tricky. A competitive advantage is something that enables your business to operate and generate revenue more efficiently than your competition.


The difference between a competitive advantage and a USP is that your competitive advantage is usually irrelevant to your customers. For example, having better back-end infrastructure and technology can be a significant competitive advantage, even if it doesn’t affect your customers’ experience of using your business. But by making customers aware of your competitive advantages, you can convince them that your business is superior more easily. Make them understand exactly why your business has the edge over other aerospace businesses. This is a particularly effective technique for B2B businesses.


Add value


You can never go far wrong if you are adding value to the products and services you provide. Anything you can do to provide your customers with more for every £ or $ they spend with you will make your business more attractive to them. This applies equally to businesses selling to other businesses and those selling to the general public. If you provide services to other aerospace businesses, adding more value will incentivise them to stick with you. Similarly, if you are selling to consumers, more value means their money will go further. A simple way of adding value is to introduce a loyalty scheme and reward customers for continuing to spend their money with you.


After a difficult year, many aerospace businesses need to find customers fast. The tips above will help you to grow your brand and find new opportunities. They are also effective ways of solidifying the loyalty of your existing audience.

Communication in the airport and marine sectors

Communication in the airport and marine sectors

In the maritime and aerospace industries, being able to communicate effectively and prevent intercultural misunderstandings can mean the difference between life and death. Thanks to advancements in technology, there are now numerous devices and systems available which help the airport and marine sectors communicate effectively. Let’s take a closer look at some of these technologies below.


UHF/VHF radio communication


Very high frequency (VHF) is commonly used for two-way land mobile radio systems, marine commutations and long-range data communication. Including waves from 30 MHz to 300 MHz, VHF frequencies are less likely to be interrupted by issues with electrical equipment, atmospheric noise and other interferences, making them suitable for professional applications. UHF, on the other hand, is much shorter in length than VHF but greater bandwidth occupation is permitted.


UHF radio waves generally only go as far as line of sight and anything in the way will interfere with the frequency, such as trees or buildings. However, UHF radio signals are still used in many facets of aerospace and marine work, including satellite, GPS and Bluetooth communication.


Voice communication control systems (VCCS)


VCCS connects various voice communication systems used for air traffic control, including VHF, phone and other ATC communications. This state-of-the-art technology is also used to support radio communications between air traffic controllers and aircraft.




As the aviation sector continues to expand, it is essential that air navigation service providers (ANSPs) share up-to-date and accurate information. For decades, the aeronautical fixed telecommunications network (AFTN) has played a vital role in allowing ANSPs to exchange messages which ensure safe air travel. However, the limited communication capacity and outdated technology of AFTN make it much more difficult to meet the needs of a growing sector. This is where SWIM, or system-wide information management, comes in. Designed to promote the standardisation of ATM information, it ensures aeronautical and meteorological information such as flight plans, weather bulletins and notices to airmen (NOTAMs) are shared more effectively between airlines, meteorology service providers and airport operations centres.


Marine RADARs


Recent developments in marine radar technology have led to improvements in the performance of radar processors and antenna units. Utilised in a variety of applications, including naval surveillance, secure navigation and oil spill detection, radar technology is essential in an environment like the ocean that is unpredictable. Even slight changes in conditions can happen instantly and with very little prior warning, so a reliable marine radar system is essential for ensuring everyone’s safety.


Oil spill radar sensors, in particular, can help to detect and monitor oil spills on the sea surface. Using a combination of horizontal resolution and low detection limits, these systems are now at the forefront of oil spill recovery operations.


Communication technology from Bayanat Engineering Qatar


Bayanat Engineering specialises in a range of communication systems for the aerospace and marine sectors. As well as the technologies mentioned above, our solutions also include transmitters, receivers, base stations, handheld radios, airbands, air-to-ground equipment, legal recorder systems and much more. To find out more about any of our solutions, please contact us today.

Passenger Counting

Why passenger counting technology is essential for airport efficiency


Events of 2020 have had what may be a lasting impact on air travel, not least in raising issues around how airports manage the level of passenger traffic in and out of the airport. This article will look at these new considerations alongside the existing benefits of ensuring your airport has adopted high spec passenger counting technology


What does passenger counting technology do?


Put simply, passenger counting technology monitors and projects passenger volumes. Teams are able to observe things like the queue for security and passport control, understand any backlog at the baggage check and monitor how quickly arrivals are processed. All this happens in real-time so immediate action, like opening extra check-in desks or modifying queue strategy can be implemented.


What are the benefits of passenger counting technology?


You’ll be prepared


Being able to draw comparisons of traffic flow in different time frames gives insights that enable senior staff to be fully prepared before peak travel seasons, such as holiday times. The provision of granular data means it is easy to identify travel patterns at all times, so resources can be utilised effectively.


This is especially important in the current global crisis, with airports having to adapt to rule changes and new guidance at a short notice. Having a concrete understanding of potential passenger numbers means staffing levels can be adapted and potential compromises to passenger and colleague safety can be averted.


You’ll be able to take immediate action


Passenger counting technology runs side by side with queue management. You’ll see things like the number of passengers waiting at check-in desks, assess what’s happening in baggage claim as well as being abreast of the volumes in passport control. The technology even goes so far as to assess the number of people waiting to use toilet facilities, as well as how many are queuing up for a last-minute skinny latte, to grab a great book for the journey or a gift to take home.


Understanding where queues are building and the potential for a bottleneck scenario means action can be taken to redirect passengers and reduce perceived and actual waiting times. This in turn leads to better quality service, a greater sense of customer satisfaction and simplifies managing health and hygiene concerns.


Why does passenger counting technology have such a positive impact?


We are naturally more patient when we know what we’re dealing with. If we’re aware that there will be fifteen minutes wait, we adapt and “settle in” to the waiting. If we’re not sure what’s going on, or whether there is a delay, our anxiety buttons are pushed and we become impatient because we feel out of control. Being able to let passengers know how long they can expect to wait and being able to show that action is being taken to reduce congestion means customers feel more relaxed and get on with enjoying their journey.

Effective airport operations

Effective airport operations and how Bayanat Engineering Qatar solutions improve it

Effective airport operations are absolutely essential to successful aviation businesses. From making sure luggage ends up in the right place to check for any security threats to landing the planes themselves, every minor detail can affect the whole system. We look at some of the key factors necessary for an efficient airport, and how Bayanat Engineering Qatar solutions can improve your existing systems.


Excellent communication


Clear communication is essential for an efficient airport. Staff must be able to get in touch with each other at all times, to allow complex procedures like refuelling and baggage handling to go without a hitch. At Bayanat Engineering Qatar we offer a range of services to improve airport communication, including message handling & aeronautical information systems (AFTN/AMHS/AIS/AIM), UHF/VHF Radio Communications and Air-to-Ground and Ground-to-Ground communication systems. Ensuring that there are as many active communication channels as possible is key to speeding up procedures and avoiding any errors due to miscommunication. It is vital that team members get up to date information to coordinate with other airports and keep planes getting where they need to go.


Reliable infrastructure


For airport operations to be as effective as possible, there needs to be the correct infrastructure in place. Both the airfields and the terminals need to be thoroughly connected, with clear routes and the correct configuration. At Bayanat Engineering Qatar we can provide a whole range of services to improve airport infrastructures, such as airfield ground lighting and radio control towers.


Clear instructions


It is so much easier to make an airport run smoothly when everyone knows where they need to be and what they need to do. Clear signage that is easy to follow and understand is one of the main ways airports can improve passenger flow and speed up check-in processes. Making sure customers are aware of the security procedures they need to follow and the location they need to be at is crucial. Bayanat Engineering Qatar offers a range of specialised airport information display systems as well as digital signage and public address systems so passengers know everything they need to and can be quickly updated of any changes. We specialise in creating signage that is effective and understandable for passengers from around the world.


Digital solutions


Another way airports can improve their efficiency is by implementing digital solutions across the airport. The airline industry has been quick to embrace technology, and new digital solutions are constantly improving the way airports are run, whether it’s updating flight information on a tablet to using scanners to check luggage. The most efficient airports are full of innovative digital solutions, improving everything from navigation to customer experience. Air Traffic Management automation systems have transformed the airline industry and as more and more systems go digital, airports have seen huge improvements. High-tech solutions like digital surveillance systems enable airports to drastically improve their security and digital flow management systems are a huge time-saver for airport staff.


Accurate information


It is essential for airport operators to have access to as much accurate information as possible. This encompasses a whole host of data, from passenger numbers to accurate weather information to flight schedules from around the world. We can help airports with any number of data gathering tasks, including state of the art meteorological sensors, lightning detection systems and people counting technology.

What is Foreign Object Debris (FOD) and why is it important?

Foreign object debris (FOD) can cost airports and airlines millions of pounds each year because it can cause damage or injury to aircraft and airline personnel.


What is FOD?


FOD is foreign object debris that does not belong to or should be nowhere near any aircraft. It covers a wide range of debris material, which includes pavement chips, litter, building materials, sand, stones, luggage, and wildlife. It is often found at terminal gates, taxiways, runways, and in cargo areas, and poses a serious risk to an aeroplane should it come into direct contact with it. FOD could easily splice aeroplane tyres, or be ingested into the engines, which could have catastrophic consequences. Airports and airlines take measures to mitigate this risk by conducting regular and stringent safety checks.


Safety procedures are put in place to raise awareness of the seriousness of the issue and to take steps to address it. These measures include:


Employee training


All airport employees, including airline personnel, receive training to be able to identify and eliminate FOD. The training is provided to raise awareness of the potential hazards to equipment, people, and the costs associated with FOD damage.


Regular inspections


Frequent airside inspections are conducted. The International Civil Aviation Organisation (ICAO) requires a daily inspection of aeroplane manoeuvring areas during daylight hours and the rapid removal of FOD. In addition, airline personnel also make further checks throughout the day during their shift, and if there are any building works being undertaken on site, more frequent inspections are carried out. Flight crews are required to immediately report to air traffic control and operations if they observe any FOD on runways and taxiways. Airlines and aeroplane handling agents also employ additional staff to specifically monitor for FOD.


Maintenance procedures


Maintaining control of FOD involves the following:




This is either performed manually or with an airfield sweeper. However, both pieces of equipment are generally used. The airfield sweeper removes FOD debris from airside areas, including aircraft manoeuvring areas, aprons, gates, and the areas adjacent to them. For the areas where the airfield sweeper cannot reach, hand brooms are used.


Magnetic bars


Magnetic bars are fitted under vehicles that use the airfield to pick up fallen metallic material. These bars are regularly cleaned to prevent them from dropping collected debris.


Rumble strips


Driving over rumble strips can dislodge loose fittings from undercarriages. They are used in areas between the land-side and air-side, and adjacent to construction areas. These strips are checked regularly, and any FOD that is found is discarded.


FOD containers


Containers are strategically placed around the airfield for the collection of FOD debris, and they are emptied frequently to prevent overflow. Examination of this debris is undertaken to assess where it may have originated from. Wind barriers and netting are also used around the airfield and serve as barriers to catch airborne debris. They also prevent animals from entering the airfield.


Aircraft maintenance


Aircraft engineers have strict tool control procedures they have to follow. They carry toolbox inventories, and all toolboxes are checked before and after use, to make sure all tools are accounted for before an aircraft is released for flight.