Business Aviation, TSA Closing Security
Gap Aviation Week & Space Technology
10/06/2003, page 62
Frances Fiorino
Washington
Security measures providing business aviation with more access
Closing the Gap
Improved dialogue with the Transportation Security Administration
and the industry's security consciousness-raising are transforming
general aviation into a "hardened target" for terrorists.
Business aircraft couldn't get from "here" to "there"
in the post-Sept. 11, 2001, period. Perceived as a soft target,
it was denied access to certain of the nation's airports and airspace.
"Business aviation does not pose a security threat in and
of itself," stressed Nico Melendez, a TSA spokesman. "However,
the TSA is concerned that as we have closed security gaps within
the commercial aviation sector, general aviation may appear to terrorists
as a more attractive and 'softer' target.
"The TSA believes its relationship with the business aviation
community--particularly with the National Business Aviation Assn.
and General Aviation Manufacturers Assn.--is solid, and we are maintaining
a constructive dialogue on issues of mutual concern," he added.
Access to airports and airspace is the key issue. "The TSAAC
[Transportation Security Administration Access Certificate] pilot
project, which allows certain operators access to major airports,
similar to airlines, is ongoing," Melendez said. Phase I was
limited to corporate operators based at Teterboro (N.J.) Airport,
and Phase II is underway at White Plains (N.Y.) and Morristown (N.J.)
airports, he added.
Critics argue that the TSA should set a standard for the country
and not limit it to a few airports. Melendez said the TSAAC pilot
programs will soon be concluded, at which time the TSA expects to
evaluate results to determine whether TSAAC should be rolled out
nationwide.
He added that several NBAA security training seminars have been
provided at select airports as a part of the project. The seminars
will likely be extended to all NBAA members in the future. "The
TSA believes [the seminars] will be a useful tool to bring all business
aviation operations to the same level of security excellence,"
Melendez said. However, enhancing bizav security through rule-making
is not a preferred option, and there are no such initiatives underway,
he noted. "The TSA's preference is to minimize rule-making
whenever possible and work with the general aviation community to
enhance security."
The TSA is currently developing a 2004-08 General Aviation Strategic
Plan that will lay out a notional timeline for security improvements,
but it's still a work in progress, according to Melendez. Many corporate
flight departments are turning to companies such as Air Security
International (ASI) to make those improvements. The 13-year-old
Houston-based security consultancy is in the business of hardening
the corporate aviation target.
ASI Vice President of Operations Charlie LeBlanc says the company's
client base has grown from about 150 just prior to Sept. 11, 2001,
to 510. ASI helps train executives and flight crews to recognize
and take preventive measures against threats. It also offers aircraft
security and online security/travel services that provide travel
alerts and warn of danger zones in major cities and countries (see
map). However, LeBlanc emphasizes that "we're extremists when
it comes to preventive behavior," shunning deadly weapons as
a means of self-defense.
Corporate flight departments
are increasingly using online security services to enhance ground
and inflight safety. Air Security International's "World
Watch On-Line" provides color-coded maps depicting threats.
The yellow area of the Taipei map shows where caution should
be exercised.
NetJets, the fractional ownership program, utilizes ASI's services
in protecting assets and recognizing threats.
LeBlanc said business aviation has developed a heightened awareness
of security, and its importance, during the past two years. In addition,
there's a closer relationship between security and corporate flight
departments. "In many cases," he pointed out, "security
didn't even know the corporation operated an aircraft, let alone
how to apply security principles to that type of transportation.
"The dangerous guys are flight departments that believe Sept.
11 will never happen again," he said. "'Who wants to do
anything with us? We know who flies our airplanes and we don't need
to worry' is the attitude. They are the ones that could shake corporate
aviation to its core should one of their aircraft be used in a terrorist
act."
Acts of terrorism are usually committed against softer targets,
LeBlanc notes. "We saw that at Jakarta, Bali and Kenya. No
one is trying to commit a terrorist act in an area that's highly
guarded or secured."
LeBlanc notes that while there remains a threat of shoulder-fired
missile strikes, clients who have equipped their aircraft with anti-missile
technology are "an exception to the rule."
The war on terrorism will be a long one and as the U.S. fights
back, it will be met with more retaliation, he believes. "I
don't see world peace breaking out anytime soon. . . . If general
aviation doesn't continue to keep pace with the security measures
that are being taken from a commercial level, they are going to
find themselves extremely easy targets."
