Published November 12th, 2014 by

Ship the army weapons

The army weapons worth extremely high value so they usually are transported by air in order to ensure safety and avoid damage. The typical situation is American army, their weapons usually shipped by plane. And, of course, the solders also are trained many times before they can drive the plan shipping the weapons.

The units of the US Army Air Force participated in the transport of weapons training by transport aircraft. They use the cable transport in Fort Wainwright, Alaska, United States.

Although the government cut down the budget for training, the US military units still hold military exercises all of which are large-scale and very professional. From May 19- 21/3, the Battalion units of No.2, the field artillery regiment 8, the Great Team B, and the Battalion 52nd Aviation Regiment of No.1 and the US military was involved in military exercises in Fort Wainwright , Alaska. These practices are very large with the amount of participants is really huge.

The purpose of the military exercise is to train the military force the skills of transportation of weapons as well as military vehicles by using heavy transport aircraft with support from cables. This shipping method is commonly used by the US military especially when shipping the weapons to the pot of United States military force in Afghanistan and Alaska.

This is about military weapons, what about other types of weapons such as hunting weapons? This article will show you how the hunting weapons are transported all over the world.

1. By road

The hunting weapon may be shipped by road if the shipping distance is not too far. This is usually used when transporting hunting weapons domestically. When shipping oversea, there are a lot of transport methods for shipping hunting weapon for the purpose of sale or giving as gift or even exhibition.

2. By sea

This is the cheapest transport method to ship goods including hunting weapon. But this method is the slowest, that means it takes fairly long period of time for transport only. And the quality transport is not high, because many risks exist when the vessel travels on the sea. However, many kind of hunting weapons are shipped by sea. For example the Nikon p 223 3×32 and the Nikon prostaff 3-9×40 and other kinds of hunting weapons such as bowl, rifle, short guns, long guns, component parts of rifle, component parts of bowl…are usually exported to other countries by sea.

3. By air

As I have said, the military weapons all are expensive and dangerous for human so they are transported by air. Contrast to the military weapons, the hunting weapons are less harmful and less dangerous, of course, have less value so they are rarely shipped by air because the air freight is very high. However, when the export contract requires express transport, the air transport method may be used to ship the hunting weapon. This method is used both in domestic and in foreign trade.

4. By rail

The cost of rail transport is fairly low but is higher than sea transport, of course. However, the shipping time of this method is faster than sea shipping. Likely to air transport method, this method can be used for shipping the goods not only in domestic but also in the world for international trade purpose. The rail transport procedure is not simple as sea transport but is much easier to do than shipping goods by air transport because the amount of shipping documents required are less than the air shipping documents (which asks for 12 documents in total).

Published October 19th, 2014 by

Next is the experience shared by air travel part 3! You can followValuable Experience When Travelling By Plane Part 1″ and part 2 at here.

Having good meal while flying

You need to choose the following foods:

  • You should eat a light meal before and during the flight with protein packed food (do not eat too much)
  • Eating foods with ginger as a spice, or maybe eat a few slices of fresh ginger, which is very good for digestion and help you avoid jet lag
  • When you fly may have flatulence. Therefore, foods with potatoes, turmeric… will be good for your digestion.
  • Eat lots of food containing vitamin B such as celery… In addition, you should also eat plenty of fruits, vegetables and remember to supplement zinc to avoid being tired.
  • At the height of several thousand feet above the ground, in a very dry environment, with cold air due to the air-conditioning, you are very easy to fall into a state of dehydration. So drinking about 180ml ​​of water before boarding is just enough for 3 hours flying.
  • The fruit juices, milk is also good but wine, beer and alcohol should be completely avoided especially when boarding the plane.

Resolving problems being denied by the airport when carrying out procedures

There are two cases: The first one, you use your bank card to purchase the tickets online but forget to bring it to the airport. The second case, you buy a ticket on the airline’s website by the bank card of your relatives or friends…. Some airlines have very strict regulations on the issue of payment by bank card when buying tickets online to avoid the bank card data was “stolen”.

Do not get angry and think you are offended. It is the rule regulated by most airline agencies today. To avoid the bad thing like this happen, just remember the following points:

  •  You should buy ticket and make payment by your own bank card, and remember to bring this card with you to the airport. If you go with a group of friends or family on the same flight, that you buy tickets for them will not be a problem as long as you present the card used to purchase such tickets.
  • In case you have someone purchase tickets online paid by their card, just ask him or her to bring that card to the check-in counter at the airport to confirm that the payment is made by this card. Normally, the airline staff will ask the cardholder to present identification / passport and bank card to confirm.

purchase tickets online

  •  If you buy an airline ticket which has no representative in Vietnam, you can contact them to ask what the payment verification procedure is.

How to survive if plane gets trouble?

The key to survive in aviation accident is still awake in the “golden moments” – only 90 seconds after the plane gets trouble (crush, gas leaking…).

In an accident, death does not only happen when the plane crushed, but also often when the victims smoke inhalation and burned if they cannot quickly escape from the aircraft while it is falling.

Passengers can take steps to protect themselves in the event of an incident.

The first is to always fasten safety belts, even when the aircraft is safe.

The second step to protect yourself is to get familiar with the safety features of the aircraft.

The passengers are likely to ignore the safety instructions before flying. That you know how to operate the safety equipment, find out the nearest exits and follow the instructions of the crew in the emergency is very important.

These decisions are made in next seconds in the emergency can make the difference between life and death.

One other important factor creating the chances of survival in an accident that you have to comply with proper position used in emergency the crew instruct, such as hunched, head restraints on the front seats … This posture keeps your body does not crush the front seat, which can help you avoid injury on head or neck and can get off the plane in the 90 crucial seconds after accident happened.

And just remember to get out of the plane, do not try to bring any baggage or items at all, because they will slow down your speed and bother the others.


This article ends the series “Valuable experience when travelling by plane”. Wish you have the best time every flight!

Published October 12th, 2014 by

Incheon International Airport

Incheon International Airport or simply calling Incheon Airport is the main international airport located in the heart of Seoul (the capital of South Korea) and is the biggest airport in South Korea. This is one of the largest airports all over the world and is a very important entrance to both Asia and East Asia. This airport is in Incheon city, mainly providing services to the citizen in Seoul and surrounding areas and nationwide residential. In 2005, Incheon International Airport was voted to the list of the world’s best airport by the Airports Council International (ACI)’s assessment and was considered as one of the three 5 stars airports in the world, the others are Hong Kong airport in Hong Kong and Changi airport in Singapore according to survey and research of Skytrax.
Located in the west about 70km (43 miles) from Seoul – the capital and also the largest city of South Korea, Incheon International Airport is the main hub of the airline agencies such as Korean Air, Asian Airlines and Polar Air Cargo.
The airport commenced operations in 2001 to replace the Gimpo Airport that later became the domestic airport and only services some short international flights to Tokyo (Haneda Airport), Shanghai and Osaka.
Incheon International Airport has now become the hub airport for the flight, passengers and cargo for the East Asian region. This airport has been the 8th most vibrant airport in the Asia and the 15th in the world in terms of freight and the 11th busiest airport in the world in terms of passenger transport since 2006.

Incheon Airport currently has a golf course, spa services, private accommodation, hotels, casinos, gardens in the station, shopping mall, entertainment center and the large dining area and the Museum of Korean Culture.

Enjoy a Traditional Culture Experience on your Stopover at the Incheon International Airport

The awards, certificates and rating

• Since 2005, the Incheon International Airport has been voted to the list of the world’s best airports by the Airports Council International – ACI, being considered as a 5-star airport under Skytrax’s survey and research. Similar to the two remaining 5-star airport (Changi Airport in Singapore and Hong Kong Airport in Hong Kong), Incheon Airport is always in top 3 in the list of world’s best airport for many agencies, economic organizations, airline corporations, travelling companies all over the world. Every year, reaching the top position is always considered as the competition race of these three airports.

  • In 1998, Incheon Airport achieved Construction and airport services ISO certification
  • From 2002 to 2005, Incheon International Airport won the Best Airport Award for according to IATA and ACI.
  • In 2002, Incheon Airport ranked No. 2 in the list of world’s best airport according to IATA and ACI.
  • Incheon International Airport Corporation became the first to receive ISO certification in airport services.
  • In 2005, Incheon International Airport won the award for the world’s best airport by the AETRA Monitoring Service organizations along with IATA and ACI.
  • In 2006, Incheon Airport was awarded for the world’s best airport according to the passenger surveys conducted by IATA.
  • Incheon Airport receives environment ISO certification.
  • Incheon Airport was awarded “The best quality and the best rank” at the International Conference on Quality and services of the airport, held by IATA and ACI organization.
  • In 2008, Incheon Airport ranked No. 2, “The world’s best airport”, after the Hong Kong International Airport and followed by of Singapore Changi International Airport.
  • In 2009, Incheon Airport ranked No.1 on the list of the world’s best airports according to a survey by Skytrax, followed by Hong Kong International Airport and the Singapore International Airport – Changi.
Published July 10th, 2014 by

There are people who simply want to see the world in their very eyes. Some people like to travel and experience sceneries they only see in televisions and bulletin advertisements. In a different level, one way of promoting the country’s tourism industry is to enhance national establishments and facilities such as airports and historical landmarks each country has.

Benefits of Airport Facilities

Airports can be plainly defined as the port entrance of the airplane transportation. Every nation has this kind of facilities to improve the accessibility of the nation to other parts of the world. Most of people may have the same outlook and you’re enjoying the convenience of utilizing the services it offers. Let’s look at the major benefits airport brings to the country

1. Broadens business partnership

Airports serves as the landing area for the goods exported (international freight) and imported (domestic freight). Business partnership globally is being widely connected since there is this exchange in products/goods within countries through the entrance in the airports, for instance stores in America can’t export your purchase of the best miter saw to your door step without using the service of airports.

 2. Increase International Investments

When airports are developed to reflect the country’s economic wealth and national culture, tourism and international investments raise up as the airports give that first and last impression of the country. Company investors are attracted to invest on nations that are well trained to use their resources productively through a very inventive way. For example, when investors explore for a good business investment and learned that the miter saw manufacturing has the positive sliding compound miter saw reviews then investors will be compelled to invest to your company.

 3. Re-live the History

Aside from having well-established airports, nations can open their country to explorers who wanted to see historical locations found within the country. Countries like South Korea, Singapore and Hong Kong are just some of the countries on the top list of travelers for sightseeing and educational tours. People around the world can have access in different countries through airports to enjoy educational trips with the whole family and friends.

What people look for an airport?

Although people travel anywhere and they utilize every airports they can’t deny that they are stunned by the beauty of some airports and for that we know that you too have your favorite ones or at least you have a prospect of the airport you wanted to see for yourself.

1.  High Security

People don’t just look for a good location to land they wanted a secure place to stay especially if you are a foreigner in the land or maybe you’re waiting for connecting flights. Because of their lack in orientation of the country they prefer to stay within the vicinity of the airport.

2. Systematic operations

As people travel they want a safe and stress-free trip. Travelers expect airport operations to be systematic and avoid delays or cancellation of flight due to unacceptable reasons. The airport should provide the travelers a light and easy travel experience so that they could enjoy the airport’s services and added features.

 3. Facilities

Travelers need full time accessibility to communicating lines/equipment and market so that they won’t have to hassle themselves to run to a store to buy anything they need. A developed airport has these facilities to provide customers’ accessibility.

Published July 7th, 2014 by

Dubai Airport 


Rising capacity

If realised, 6.5 per cent growth would take passenger numbers through Dubai International to almost 40 million this year, barely more than half the 75 million passenger capacity that will be available by 2011. Moreover, Griffiths has already begun planning for a fourth terminal at the current airport, which would add capacity for at least 5 million more passengers.

Although he remains bullish about the prospects for growth, Griffiths is candid in his appraisal of the market in die short term. The operator is now preparing to keep its headquarters at Dubai International for longer than was intended when the new airport was launched in 2005.

By maximising capacity at the current airport, Dubai Airports is giving itself the freedom to delay tile development of Al-Maktoum International, if falling demand or financial constraints continue to hamper growth.

Furthermore, it is cheaper to expand existing facilities than to build from scratch at Jebel Ali. Extending the life of Dubai International will give the operator greater freedom to push back the phasing of construction at Jebel Ali, if required, and provide a cushion against future growth.

“If it proves we do not need the stream of capacity in the timescale we originally envisaged, or it is not possible to build it in that timescale., .we have the flexibility of building it in phases,” says Griffiths.

“We will need a new airport, but there is an optimisation of this airport that will keep it alive for longer at fairly low cost.”

“We are confident that the combination of those two masterplans working together will deliver the capacity to exist at this airport for longer than originally planned, but it will also give us the ability to seamlessly transfer to the new airport when the time comes.”

The current focus should be on efficiency, he adds. “Focusing on people and processes and optimising what we already have can be an awful lot cheaper than building your way out of the problem.”

This would appear sensible, and is the antithesis of the “build it and they will come” philosophy that has guided Dubai’s investments for so long.

Inevitably, however, this shift in tone again leads to questions about the future of Al-Maktoum International. Is there still the need for the new airport, and does Dubai still have the means to pay for it?

“Sheikh Mohammed [bin Rashid al-Maktoum, ruler of Dubai] has gone on record as saying he will prioritise the airport development and, as far as we are concerned, there is no change in that plan,” says Griffiths.

However, the crisis in international debt markets has already forced groups to pull out of bidding for London’s Gatwick airport, which Griffiths used to run and is currently up for sale by UK airports operator BAA. Has he sought or been given government assurances that the money needed for Al-Maktoum International is still available?

“We do not need to seek assurances because our spending is incremental,” says Griffiths. “If you are asking whether cash flow is sufficient to sustain investment in the project, the answer is yes. Up to now it is. That is all I am interested in–can I keep the pressure on and maintain progress?”

Griffiths’ work has not been confined to the airports. The operator has also been closely involved with the next stage of Dubai’s overall transport strategy. In recent months, this has brought him into conflict with the emirate’s Roads & Transport Authority (RTA) over the route and funding for the Purple line of the Dubai Metro.

Griffiths insists that the proposed route for the line, which directly links the two airports but skirts around the city centre, does not best serve the city’s needs.

With the RTA postponing work on the line for up to a year to look again at the emirate’s rail masterplan, Dubai Airports has submitted an alternative scheme for rail lines linking the two airports to a central terminus, via the city’s main commercial and residential districts.

Rail link

“As far as we are concerned, the Purple line situation is absolutely clear,” says Griffiths. “Where the rail capacity is needed is between the airports and the popular residential and commercial areas of Dubai. I do not think there is a business case for an inter-airport link, and I have made that clear from the day I arrived.”

However, Griffiths is aware of the importance of maintaining good relations with the RTA, if Dubai Airports is to achieve its own plans. “We value our relationship and need to work together to overcome these challenges,” he says. “We will not get to 80 million capacity here I at Dubai International |, and certainly won’t get to 160 million at Jebel Ali, if we don’t get the road and rail links right.”

For now, Griffiths will focus on the development of his two airports, aware that in the current market there is little he can do to halt the rumours surrounding his flagship project. The current airport will welcome FlyDubai, the new state-owned, low-cost carrier, in the coming months, and Griffiths is satisfied that his business will quash the doubts in the long term.

“Ultimately, 75 or 80 million capacity will not be enough for the expansion plans of Emirates, or the positive growth that we have seen from the other carriers at the airport,” he says. “Air travel is still an aspirational commodity for people, they want more not less, and that remains the case despite this temporary downturn.”

Published July 6th, 2014 by

Dubai’s megaprojects have always aroused admiration and scorn in equal measure. But until now, the relentless growth of the emirate’s economy has meant cautionary voices could be safely ignored.

Prudence became a dirty word in the world’s financial capitals before the current downturn, but while Dubai has not been alone in discovering that its aura of invincibility was merely that, the emirate’s extravagance was greater than most.

Paul Griffiths arrived as chief executive officer of Dubai Airports in August 2007, when the upward curve of expansion was at its steepest. At the Dubai Airshow in November 2007, Emirates Airline unveiled orders for more than 90 new long-haul aircraft, worth $35bn.

Duabi Airports

Aviation boom

Aviation has been at the forefront of the emirate’s transformation. Spearheaded by the extraordinary growth of Emirates airline, Dubai has established itself as a new inter-continental aviation hub, linking East and West.

“About 97 percent of all people who arrive in Dubai come by air, and 40 per cent of them do not pass immigration,” says Griffiths, speaking to MEED at the operator’s headquarters at Dubai International airport. “The airport probably sees more people each year than all the other major establishments in the city put together.

“We feel that we are vital to the infrastructure of Dubai and an engine of economic sustainability. We have to continue to grow and not constrain demand.”

There seems little danger of supply failing to meet demand. Griffiths has inherited responsibility for the largest programme of airport investment in the world, In October 2008, Dubai International airport opened its third passenger terminal and construction work began on a third concourse. By 2011, the airport will have capacity for 75 million passengers.

Down the road at Jebel Ali, the first phase of the Al-Maktoum International airport is scheduled to open, with cargo and executive passenger services, from June 2010.

“The runway and runway lighting are done,” says Griffiths. “The control tower is physically complete, and we will begin installing and testing systems soon.”

Few projects in Dubai have been as divisive as the plan to build the world’s largest airport, with capacity for 160 million passengers. For some, the construction of Al-Maktoum International is a logical requirement of Dubai’s growing influence in global air travel. Emirates’ new aircraft will need a home and the current airport will run out of space fast if the Middle East aviation boom continues.

However, Dubai is already an estimated $70bn in debt and dependent on federal assistance to meet its obligations. The Middle East aviation market has held up well compared with the rest of the world, but has dipped sharply in recent months. In the current circumstances, critics claim the new airport’s eye-watering $33bn price-tag defies economic sense.

Expansion plans

When Griffiths arrived in the job, he was repeatedly asked why expansion was continuing at Dubai International, when it was to be eclipsed by Al-Maktoum International. It is a sign of die times that this line of questioning has now been reversed and that Griffiths has become accustomed to fielding questions about when or if the new airport will be built.

The Dubai rumour mill is in full swing. One day stories circulate that the project will be indefinitely postponed or cancelled, the next that it will become a UAE-wide airport run jointly by Dubai and Abu Dhabi.

“As soon as there is a hiccup in the market or financial system, the human response is to believe that white is black and black is white,” says Griffiths.

“Why should the long-term view over 20-40 years change because of what we hope is a temporary financial situation. It might elongate the timescale but we know we will outgrow this airport, therefore we have to have a new one. We are talking about an airport that will take eight years minimum to build.

“It took 16 years to build Terminal 5 at Heathrow [in London], so why would we change our strategy because there is a hiccup I in the financial markets for a while.”

The current downturn may well affect the immediate timescale for construction, but Griffiths stresses the long-term nature of the business. The fundamentals that have underpinned Dubai’s growth in aviation remain true, he says. Passenger numbers continue to rise, while Emirates is still growing as an airline.

At the same time, however, Griffiths concedes that passenger traffic growth in 2009 will be far below the double-digit growth of recent years. “January is looking good, with 6.5 per cent growth, which is where we think we will end up for the year,” he says, “Clearly, it will not be double-digit growth, but we will stay in positive territory.”

Published July 5th, 2014 by

If you fly into Florida’s biggest airports anytime soon, bring a hard hat and thermos if you want to blend in with the crowd. Each is in the middle of a massive construction program.

Airports in Miami, Ft. Lauderdale, and Orlando will spend more than $6.7 bil- lion to handle teeming passenger growth. Though some funding will come from the Federal Aviation Administration, these airports will sell sizable issues this year totaling $600 million.

There is little fear of overbuilding, said state aviation manager William Ash- baker, because these airports can hardly keep pace with demand. Factors driv- ing passenger growth include cheaper fares, a tourism boom across Florida, and a robust economy encouraging vacationers to fly more often.

First out of the chute with debt is Dade County, which will sell $200 million of aviation revenue bonds in October to chip away at a $4.3 billion, 10-year capital plan. Right now, it is about 25% of the way into the ambitious pro- gram, which was slightly delayed by lawsuits.

Dade owns Miami International Airport, which is bursting at the seams mostly because of a boom in international passenger and cargo traffic. Its operators estimate that passenger volume alone will grow to 40 million in 2000 compared to 33 million in 1995.

As a major hub for flights to Latin America and the Caribbean, the airport needs more customs and terminal area space for international travelers, whom officials expect to account for half their passengers by 2005. The airport will also build a short runway to move small commercial and private planes from the main flight path.

Dade will revamp its entire facility and borrow $3.4 billion over 10 years in the process, said spokesman Marc Henderson. “It’s like rebuilding your house while you’re living in it.”

Because it is growing so rapidly, Miami International has “chronic capacity problems,” Ashbaker said. It also is hampered by environmental snafus such as noise pollution, and by necessary cleanups that can slow construction.

Miami’s pinch, Ashbaker said, has sent some passengers 20 miles north to Broward County, which owns Ft. Lauderdale-Hollywood International Airport. County officials there will spend $1 billion during the next few years with the hope of keeping those passengers.

Expansion by Southwest Airlines Co. into the region and increased tourism is drawing people to the airport, which is doubling its parking space and build- ing an eight-gate concourse. Broward officials expect passenger volume will grow from to 20 million by 2015 from 11 million last year.

Its “near-term” upgrades will cost $265 million and are folded into a $1 bil- lion plan that will double capacity and gut the interior. About $21 million is earmarked for walls, tiles, and ceilings. “What you end up with is a brand-spanking-new terminal,” spokesman Jim Reynolds said.

To pay for this work, Broward will sell $145 million of airport revenue bonds in December. The county is lobbying the airlines and ratings agencies with a transaction backed only by a passenger-facility charge to pay for the program’s next phase.

In about three years, the county expects it will need another $300 million for that phase, followed by another $500 million for a new, 9,000-foot runway in five years. Once the plan is complete, the airport will increase its boarding gates to 79 from 39.

But Broward, like Miami, is land-locked by development and will build mostly within an existing footprint. Miami officials have floated the idea of build- ing a “multi-modal” center off-site, where buses and public transportation can deliver passengers to a tram that shuttles them to the main terminal.

Fortunately for Orlando International Airport, it was built outside the city’s congestion on a former Air Force base. This makes it the third-largest airport by land area, behind Denver International and Dallas-Fort Worth International, and gives it plenty of room to expand.

Orlando is now reaping benefits because it can comfortably manage a passenger surge that made it the world’s fastest growing major airport last year.

The Greater Orlando Aviation Authority, which owns the airport, is scheduled to sell about $300 million of airport revenue bonds in November, chief finan- cial officer Linda Lindsey said. Proceeds will generate cash to pave more parking spaces as well as overhaul roads and ground transportation.

Orlando’s close attention to where cars, buses, and aircraft meet is an exam- ple of how airport officials are seeking to make life easier on travelers. Like Broward and Miami, Orlando wants passengers to face only short jaunts to the terminal and to avoid traffic coming and going. Together, the airports will spend more than $500 million on road improvements alone.

A focus on “land-side” projects is important because more fliers are driving long distances to these large airports, Ashbaker said. Cheap airfare is draw- ing travelers to Orlando from as far away as Tallahassee.

Because of this trend, regional airports in Florida are losing passengers. Though Jacksonville continues to do well, passenger totals in places like Daytona Beach, Melbourne and Sarasota are declining, he said.

Published July 4th, 2014 by

Report On Airport Security

When my El Al flight arrived from Tel Aviv, it was immediately surrounded by a cordon of Austrian troops armed with semiautomatic weapons.

Passengers on the El Al flight who were proceeding on to Cologne after an hour stopover in Vienna were instructed to remain on the jet rather than being bused to the transit lounge.

When El Al or carriers of certain other countries land and take off at the Vienna airport, a helicopter flies over their flight path, according to First Lt. Alfred Rupf, director of the criminal office of the national police, who is assigned to security at the airport.

He said that if the helicopter sports anything questionable on the ground, police cars are dispatched to investigate.

Within the terminal itself, other security forces are patrolling, some with dogs. Rupf said a number of security men in plain clothes are also on duty.

Police cars are parked along the highway entrances to the terminal to spot-check suspicious vehicles but there are no permanent guard posts at the entrance doors to the terminal.

The airport is prepared to step up security measures beyond normal levels when alerts are issued in Europe of possible terrorist actions, or when conventions and meetings are scheduled in Vienna that might be terrorist targets.

The Vienna airport somehow does not seem to be a likely target for terrorists. It is not a major crossroads of air traffic in Europe and it is much smaller than the other airports I visited.

Yet terrorists did strike here Dec. 27, the same time they killed passengers at the Rome airport, but it is easy to believe it was an isolated incident.

Nevertheless, the airport has strengthened its security, although a quick visit gives the overall impression that the airport is not on the kind of security alert that the larger airports appear to be maintaining.

Luggage Search

Two incidents gave me this impression. When I checked my luggage at the “left luggage’ office in the terminal it was not searched as it was at Rome and Frankfurt.

A short time later, I got lost in the area between the terminal itself and the airport administration offices.

Spotting a man in an airline uniform. I asked directions back to the arrivals area and he unlocked a coor and took me through the transit lounge, a presumably sterile area in which transit passengers are not supposed to mingle with the public.

When I pointed out to him that we had walked through part of the transit area and he was not even wearing an identification badge, he pulled one out of his pocket and responded, “That’s OK, we’re a small airport here and everyone knows me.’

At the Rome airport, there are no signs of the Dec. 27 attack. But at the terminal here, a window with a bullet hole made that day remains unrepaired.

Photo: The long corridors at Frankfurt airport pose a challenge for airport security personnel.