Airplane hijackings have occurred since the early days of flight. These can be classified in the following eras: 1929–1957, 1958–1979, 1980–2000 and 2001–present. Early incidents involved light planes but this later involved passenger aircraft as commercial aviation became widespread.
Between 1929 and 1957, there were fewer than 20 incidents of reported hijackings worldwide and several occurred in Eastern Europe. One of the first unconfirmed hijackings occurred in December 1929. J. Howard "Doc" DeCelles was flying a postal route for a Mexican firm Transportes Aeras Transcontinentales, ferrying mail from San Luis Potosí to Torreon and then on to Guadalajara. A lieutenant named Saturnino Cedillo, the governor of the state of San Luis Potosí, ordered him to divert. Several other men were also involved, and through an interpreter, DeCelles had no choice but to comply. He was allegedly held captive for several hours under armed guard before being released.
The first recorded aircraft hijack took place on February 21 1931, in Arequipa, Peru. Byron Richards, flying a Ford Tri-Motor, was approached on the ground by armed revolutionaries. He refused to fly them anywhere during a 10-day standoff. Richards was informed that the revolution was successful and he could be freed in return for flying one of the men to Lima. The following year, in September 1932, a Sikorsky S-38 with registration P-BDAD, still bearing the titles of Nyrba do Brasil was seized in the company's hangar by three men, who took a fourth as a hostage. Despite having no flying experience, they managed to take-off. However, the aircraft crashed in São João de Meriti, killing the four men. Apparently, the hijack was related to the events of the Constitutionalist Revolution in São Paulo and it is considered to be the first hijack that took place in Brazil.
On October 28 1939, the first murder on a plane took place in Brookfield, Missouri. The victim was Carl Bivens, a flight instructor, who was teaching a man named Earnest P. "Larry" Pletch. While airborne in a Taylor Club monoplane, Pletch shot Bivens twice in the back of the head. Pletch later told prosecutors, "Carl was telling me I had a natural ability and I should follow that line", adding, "I had a revolver in my pocket and without saying a word to him, I took it out of my overalls and I fired a bullet into the back of his head. He never knew what struck him." The Chicago Daily Tribune stated it was one of the most spectacular crimes of the 20th century. Pletch pleaded guilty and was sentenced to life in prison. However, he was released on March 1 1957 after serving 17 years, and lived until June 2001.
In 1942, two New Zealanders, a South African and an Englishman achieved the first confirmed in-air hijack when they violently captured an Italian seaplane that was flying them to a prison camp. As they approached an Allied base, they were strafed by Spitfires and forced to land on the water. However, all on board survived to be picked up by a British boat.
In the years following World War II, Philip Baum, an aviation security expert suggests that the development of a rebellious youth "piggybacking on to any cause which challenged the status quo or acted in support of those deemed oppressed", may have been a contributor to attacks against the aviation industry. The first hijacking of a commercial flight occurred on the Cathay Pacific Miss Macao on July 16 1948. After this incident and others in the 1950s, airlines recommended that flight crews comply with the hijackers demands than risk a violent confrontation. There were also various hijacking incidents and assaults on planes in China and the Middle East.
The first hijacking of a flight for political reasons happened in Bolvia, affecting the airline Lloyd Aereo Boliviano on September 26 1956. The DC-4 was carrying 47 prisoners who were being transported from Santa Cruz, Bolivia to El Alto, in La Paz. A political group was waiting to take them to a concentration camp located in Carahuara de Carangas, Oruro. The 47 prisoners overpowered the crew and gained control of the aircraft while airborne and diverted the plane to Tartagal, Argentina. Prisoners took control of the aircraft and received instructions to again fly to Salta, Argentina as the airfield in Tartagal was not big enough. Upon landing, they told the government of the injustice they were subjected to, and received political asylum.
Between 1958 to 1967, there were approximately 40 hijackings worldwide. Beginning 1958, hijackings from Cuba to other destinations started to occur, and then in 1961, hijackings to Cuba became prevalent. The first happened on May 1 1961 on a flight from Miami to Key West. The perpetrator, armed with a knife and gun, forced the captain to land in Cuba. Elsewhere, Australia was relatively untouched by the threat of hijackings until July 19 1960. On that evening, a 22-year-old Russian man attempted to divert Trans Australia Airlines Flight 408 to Darwin or Singapore. The crew were able to subdue the man after a brief struggle.
In the 1960s, there were over 200 attempts of hijackings involving U.S aircraft—77 successful and 23 unsuccessful. Recognizing the danger early, the FAA issued a directive on July 28 1961, which prohibits unauthorized persons from carrying concealed firearms and interfering with crew member duties. The Federal Aviation Act of 1958 was amended to impose severe penalties for those seizing control of a commercial aircraft. Airlines could also refuse to transport passengers who were likely to cause danger. That same year, the FAA and Department of Justice created the Peace Officers Program which put trained marshals on flights. A few years later, on May 7 1964, the FAA adopted a rule requiring that cockpit doors on commercial aircraft be kept locked at all times.
Destinations Desired by U.S. hijackers, 1968–72
In a five-year period (1968–1972) the world experienced 326 hijack attempts, or one every 5.6 days. The incidents were frequent and often just an inconvenience, which resulted in television shows creating parodies. Time magazine even ran a lighthearted comedy piece called "What To Do If The Hijacker Comes". Most incidents occurred in the United States: there were two distinct types: hijackings for transportation elsewhere and hijackings for extortion with the threat of harm. Between 1968 and 1972, there were 90 recorded transport attempts to Cuba. In contrast, there were 26 extortion attempts (see table on the right). Incidents also became problematic outside of the U.S. For instance, in 1968, El Al Flight 426 was seized by the Popular Front for the Liberation of Palestine (PFLP) militants on 23 July which lasted 40 days making it one of the longest. This record was later beaten in 1999. As a result of the evolving threat, President Nixon issued a directive in 1970 to promote security at airports, electronic surveillance and multilateral agreements for tackling the problem.
Furthermore, a report by the International Civil Aviation Organization (ICAO) in July 1970 revealed the need for action. Beginning of 1969 until the end of June 1970, there were 118 incidents of unlawful seizure of aircraft and 14 incidents of sabotage and armed attacks against civil aviation. This involved airlines of 47 countries and more than 7,000 passengers. In this period, 96 people were killed and 57 were injured as a result of hijacking, sabotage and armed attacks. The ICAO stated that this is not isolated to one nation or one region, but a worldwide issue to the safe growth of international civil aviation. Incidents also became notorious—in 1971, a man known as D. B. Cooper hijacked a plane and extorted US$200,000 in ransom before parachuting over Oregon. He was never identified. On August 20 1971, a Pakistan Air Force T-33 military plane was hijacked prior the Indo-Pakistani war of 1971 in Karachi. Lieutenant Matiur Rahman attacked Officer Rashid Minhas and attempted to land in India. Minhas deliberately crashed the plane into the ground near Thatta to prevent the diversion.
Countries around the world continued their efforts to tackle crimes committed on-board planes. The Tokyo Convention, drafted in 1958, established an agreement between signatories that the "state in which the aircraft is registered is competent to exercise jurisdiction over crimes committed on board that aircraft while it is in flight". While the Convention does not make hijacking an international crime, it does contain provisions which obligate the country in which a hijacked aircraft lands to restore the aircraft to its responsible owner, and allow the passengers and crew to continue their journey. The Convention came into force in December 1969. A year later, in December 1970, the Hague Convention was drafted which punishes hijackers, enabling each state to prosecute a hijacker if that state does not extradite them, and to deprive them from asylum from prosecution.
On December 5 1972, the FAA issued emergency rules requiring all passengers and their carry-on baggage to be screened. Airports slowly implemented walk-through metal detectors, hand-searches and x-ray machines, to prohibit weapons and explosive devices. These rules came into effect on January 5 1973 and were welcomed by most of the public. Between 1968 to 1977, there were approximately 41 hijackings per year.
By 1980, airport screening and greater cooperation from the international community led to fewer successful hijackings; the number of events had significantly dropped below the 1968 level. Between 1978 and 1988, there were roughly 26 incidents of hijackings a year. A new threat emerged in the 1980s and this was from organised terrorists destroying aircraft to draw attention. For instance, terrorist groups were responsible for the bombing of Air India Flight 182 over the Irish coast. In 1988, Pan Am Flight 103 was bombed flying over Scotland. Terrorist activity which included hijack attempts in the Middle East were also a cause of concern.
During the 1990s, there was relative peace in the United States airspace as the threat of domestic hijacking was seen as a distant memory. Globally, however, hijackings still persisted. Between 1993 and 2003, the highest number of hijackings occurred in 1993 (see table below). This number can be attributed to events in China where hijackers were trying to gain political asylum in Taiwan. Europe and the rest of East Asia were not immune either. On December 26 1994, Air France Flight 8969 with 172 passengers and crew was hijacked after leaving Algiers. Authorities believed that the goal was to crash the plane into the Eiffel Tower. On June 21 1995, All Nippon Airways Flight 857 was hijacked by a man claiming to be a member of the Aum Shinrikyo religious cult, demanding the release of its imprisoned leader Shoko Asahara. The incident was resolved when the police stormed the plane.
On October 17 1996, the first hijacking that was brought to an end while airborne was carried out by four operatives of the Austrian special law enforcement unit Cobra on a Russian Aeroflot flight from Malta to Lagos, Nigeria, aboard a Tupolev Tu-154. The operatives escorted inmates detained for deportation to their homelands and were equipped with weapons and gloves. On 12 April 1999, six ELN members hijacked a Fokker 50 of Avianca Colombian Airlines
Flight 9463, flying from Bogotá to Bucaramanga. Many hostages were held for more than a year, and the last hostage was finally freed 19 months after the hijacking.
Annual Hijack Incidents, 1993–2003
On September 11 2001, four airliners were hijacked by 19 Al-Qaeda Islamic extremists: American Airlines Flight 11, United Airlines Flight 175, American Airlines Flight 77 and United Airlines Flight 93. The first two planes were deliberately crashed into the Twin Towers of the World Trade Center and the third was crashed into The Pentagon building. The fourth, crashed in a field in Stonycreek Township near Shanksville, Pennsylvania after crew and passengers attempted to overpower the hijackers. Authorities believed that the intended target was the U.S. Capitol. In total, 2,996 people perished and more than 6,000 were injured in the attacks, making the hijackings the most deadly in modern history.
Following the attacks, the U.S formed the Transportation Security Administration (TSA) to handle airport screening at U.S airports. Government agencies around the world tightened their airport security, procedures and intelligence gathering. Until the September 11 attacks, there had never been incident whereby aircraft were used as a weapon of mass destruction. The 9/11 Commission report stated that it was always assumed that a "hijacking would take the traditional form", therefore, airline crews never had a contingency plan for a suicide-hijacking. As Patrick Smith, an airline pilot, summarizes:
"One of the big ironies here is the success of the 2001 attacks had nothing to do with airport security in the first place. It was a failure of national security. What the men actually exploited was a weakness in our mind-set – a set of presumptions based on decades-long track record of hijackings. In years past, a hijacking meant a diversion, with hostage negotiations and standoffs. The only weapon that mattered was the intangible one: the element of surprise."
Throughout the mid-2000s, hijackings still occurred but there were much fewer incidents and casualties. The number of incidents had been declining, even before the September 11 attacks. One notable incident in 2006 was the hijacking of Turkish Airlines Flight 1476, flying from Tirana to Istanbul, which was seized by a man named Hakan Ekinci. The aircraft, with 107 passengers and 6 crew, made distress calls to air traffic control and the plane was escorted by military aircraft before landing safely at Brindisi, Italy. In 2007, several incidents occurred in the Middle East and Northern Africa, one of which men claimed to be affiliated with Al-Qaeda. Towards the end of the decade, AeroMexico experienced its first terror incident when Flight 576 was hijacked by a man demanding to speak with President Calderón.
Since 2010, the Aviation Safety Network estimates there have been 15 hijackings worldwide with 3 fatalities. This is a considerable lower figure than in previous decades which can be attributed to greater security enhancements and awareness of September 11–style attacks. On June 29 2012, an attempt was made to hijack Tianjin Airlines Flight GS7554 from Hotan to Ürümqi in China. More recently was the 2016 hijacking of EgyptAir Flight MS181, involving an Egyptian man who claimed to have a bomb and ordered the plane to land in Cyprus. He surrendered several hours later, after freeing the passengers and crew.