restraint procedures confused with those pertaining to deportee management, where one is committing a crime right now – a crime that could impact upon the safety of the flight - and the other is a person who committed a crime some time ago which has little bearing on the flight. Being seasoned safety professionals, aircrew often ask, “but what if we have an emergency landing”? One could argue that the chances of having an emergency landing and an unruly passenger being restrained is extremely unlikely but, even in such circumstances, clearly defined procedures can be taught. Indeed whenever an aircraft is landing, whether or not it is an emergency, any cables tying a passenger to a seat ought to be removed and only the seatbelt used to keep the person seated.
Conclusion Law enforcement offi cers often restrain an individual with their hands behind their back
“...a passenger whose hands are bound together in front of their body can still use them in a double-handed/ fi sted attack whereas if tied behind their back their ability to assault anybody thereafter is extremely limited...”
requisite. Cultural considerations also come into play in parts of the world where aircrew have to show extreme deference to their clientele and may struggle with an aggressive face-to- face confrontation.
In most unruly passenger incidents, the disruptive individual targets one crewmember and engages in a dialogue that will show indicators that the verbal assault may escalate into a physical one. In such cases, the crewmember will try to diffuse the situation verbally but must also be prepared to initiate a restraint. However, rather than simply lunging at the person or suddenly producing handcuffs, their issuing a command that other crewmembers understand means that they must effect the restraint from the rear will result in a tidier, more professional arrest. Potentially the most significant
argument for restraining a passenger to the rear, regardless as to whether plastic or metal cuffs are used, is that a passenger whose hands are bound together in front of their body can still use them in a double-handed/fisted attack whereas if tied behind their back
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their ability to assault anybody thereafter is extremely limited. A word of caution for airlines restraining
to the rear with speed cuffs; it is essential that each aircraft carry multiple sets of speed cuffs as, if one is required to restrain a physically large person, it may be difficult to get their hands in a position behind their back that will facilitate the easily application of speed cuffs. Consequently, aircrew may have to join two sets of speed cuffs together.
Restraining to the Seat?
In the litigious world that we live in, airlines are naturally concerned that the actions that their crewmembers take in restraining an individual will not end up in the courtroom. Civil liberties issues are often cited as being of concern and many airlines have not yet either trained their aircrew in the art of restraint or deployed restraint kits on board in the first place. Others, that have, instruct their crew not to restrain a person to the seat or any other part of the aircraft. This is poor risk management.
A passenger will only be restrained if they pose a threat to a flight. Only reasonable force may be used and, even then, only with a duty of care to the passenger being exercised thereafter. The safety of the passengers and crew, as well as that of the unruly passenger, must be considered at all times. Legal cases usually surround what has happened to a passenger after they have been restrained rather than during the restraint itself. Some cases do warrant a passenger
being restrained to a seat. Airlines must not get their unruly passenger
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Airlines must consider whether, in training, they are really testing their crewmembers ability to restrain a violent person. After all, every flight attendant will have had to demonstrate that they can operate a slide or raft in the event of a ditching. Often the classroom experience of restraint will result in only a few of the class actually taking part in a training drill whilst the others look on. Regardless as to whether a passenger
is restrained to the front or to the rear, with plastic handcuffs or speed cuffs, effective unruly passenger restraint depends upon the quality of the training afforded aircrew. Almost anyone can deliver a disruptive passenger course, but what steps are in place to ensure that the aircrew who undergo such training really can effect a restraint when a violent incident occurs?
Aaron Le Boutillier, with a policing and martial arts background, is a leading exponent of disruptive passenger restraint, defensive tactics and tactical communications skills training. Based in Bangkok, Thailand, he is Manager, Asia Pacific for Green Light Ltd.
www.avsec.com
Some airlines are simply linking two cable ties together to form cuffs
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