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Airports and airlines face real cybersecurity risks because aviation relies on interconnected digital systems, services and data flows. But the available evidence here does not establish a verified sector-wide rate of increase in attacks. ICAO and IATA describe the exposure and its potential consequences; that is different from proving that attacks are rising by a particular percentage.
Are airports and airlines vulnerable to cyberattacks?
Yes. ICAO says aviation’s digital transformation can improve efficiency and capacity while also exposing aviation stakeholders to cyber threats. IATA describes airlines as attractive targets for actors seeking data or money, or aiming to disrupt operations or cause harm.
That exposure extends beyond a single airline or airport. Aviation depends on organizations, systems and services that exchange information across borders. Interconnection can allow a cyber risk affecting one organization or supplier to matter to others, although it does not mean that every connected system is directly accessible from the public internet.
Why do connected aviation systems face cyber risks?
Digital dependencies cross organizational boundaries
Air travel depends on multiple organizations and technical services working together. When systems and data flows connect those parties, each organization needs to understand not only its own technology but also the dependencies that support its operations. ICAO frames aviation cybersecurity as an international coordination issue as well as an organizational one.
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Suppliers and older technology can complicate oversight
IATA’s 2025 Annual Review discusses supplier risk management and exposure involving legacy systems. These are reasons for organizations to maintain visibility into their technology and vendor dependencies; they do not establish that every older system is insecure or that every supplier creates the same level of risk.
Can a cyberattack disrupt airport or airline operations?
It can. ICAO identifies service continuity among the areas that cyberattacks may affect, alongside finances, reputation, and the safety and security of people and facilities. These are potential impacts, not evidence that a particular attack has compromised flight safety. The actual consequences depend on the systems affected and the circumstances of an incident.
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A technology outage can also disrupt aviation without being a cyberattack. IATA’s 2025 Annual Review cites the July 2024 CrowdStrike outage as a reminder of aviation’s dependence on technology, while describing the event as the result of a faulty update. It is relevant as an example of operational dependency, not as evidence of a cyberattack.
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Have cyberattacks on aviation systems increased?
The material available from ICAO and IATA establishes that aviation faces cybersecurity threats, but it does not provide a verified, named statistic for how quickly attacks against airports and airlines are increasing. A regional aviation seminar slide presented a claim of a 131% increase between 2022 and 2023 and attributed it to the European Regions Airline Association in 2024. The underlying report, scope and methodology were not confirmed, so that figure should not be treated as a sector-wide measure.
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Without a confirmed source and a clear definition of what was counted—such as attempted attacks, reported incidents, affected organizations or confirmed breaches—a percentage can give a misleading impression of the trend. The evidence supports taking the risk seriously, not claiming a specific rate of growth.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What are aviation organizations doing about cybersecurity?
International coordination through ICAO
ICAO’s Cybersecurity Action Plan translates the seven pillars of its Aviation Cybersecurity Strategy into 32 priority actions and 51 tasks for ICAO, States and stakeholders. ICAO says the plan’s first edition was published in November 2020 and its second in January 2022. This shared framework reflects the cross-border nature of aviation systems and data flows.
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Risk assessment and supplier oversight through IATA resources
IATA’s Aviation Cybersecurity Library lists guidance for cybersecurity risk assessment and supply-chain oversight. IATA also says it is developing IOSA Standards and Recommended Practices for Cybersecurity for Safety, Security and Airworthiness, with the aim of establishing harmonized operator requirements. These are IATA resources and work in development; they should not be mistaken for proof of universal adoption or regulatory status.
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Coordination with relevant authorities
ICAO’s guidance index references protection of critical civil aviation infrastructure and collaboration with external authorities, including cybersecurity, military and national security authorities. The details of some referenced manuals are restricted, so their specific procedures cannot be inferred from the index alone.
For aviation professionals, the practical organizational questions supported by these sources are whether risk assessment covers relevant systems and dependencies, whether supplier oversight is in place, how service continuity is considered, and how coordination with States and appropriate external authorities is handled.
How to distinguish cyber risk from other aviation security concerns
Cybersecurity is an important part of aviation resilience, but it is not a catch-all term for every disruption or security issue. An outage caused by a faulty software update is not automatically a cyberattack, and topics such as GNSS interference or airspace security should not be labeled cyber incidents unless evidence ties them to cyber activity. Keeping those categories separate makes incident reporting and risk discussions more accurate.
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