Videotapes from Iraq showing foreign hostages cowering in cages before being beheaded by their terrorist captors provide horrific testament to the danger that can bedevil expatriate employees today. By any definition, occupied Iraq remains a war zone and therefore an extreme example of the sort of workplace to which today’s global companies send their staff. But the truth is that there is now an all
Last month, Rep. Tom Davis (R-Va.) and Sen. George Allen (R-Va.) introduced bills to the U.S. House of Representatives and Senate, respectively, that would require the Department of Homeland Security (DHS) and the Department of Transportation to draw up regulations to re-open Ronald Reagan Washington National Airport (DCA) to general aviation. Such regulations would have to be prepared within six months of the bill becoming law.
Two companies are offering Israeli-built anti-missile systems to the civil aircraft market to protect airliners and business aircraft from the terrorist threat posed by shoulder-launched missiles, or Manpads (man-portable air defense systems).
When the national threat level was raised to code orange (high) on December 21, most people in general aviation took it in stride. With New Year’s celebrations just days off, new TFRs were issued for New York City and Las Vegas, followed by one for downtown Chicago, and waivers were suspended for sports stadium overflights and the Washington, D.C. air defense identification zone.
At an oversight meeting on the President’s proposed FY2006 budget for the Transportation Security Administration (TSA), subcommittee chairman Hal Rogers (R-Ky.) expressed concern about the lack of progress by the Department of Homeland Security (DHS) and TSA in reopening the airport.
If you’re not the type to fret over conspiracies about black helicopters and shadowy figures in trench coats, you might want to inject a little paranoia into your life. Industrial espionage is a serious threat, warn security experts, but the perpetrators probably are not who you’d expect.
Transportation Security Administration (TSA) boss Kip Hawley told a Senate panel that in addition to general aviation’s voluntary efforts to secure GA, the TSA was doing more screening of pilots and studying the “throw weight” of GA aircraft to determine the potential for causing harm. Currently, aircraft weighing 12,500 pounds or more used in scheduled or charter service must operate under the Twelve-Five Standard Security Program.
Securaplane, a small company nestled in the Catalina Mountain foothills north of Tucson, Ariz., is taking large steps toward the emergence of near-wireless controls for airliners and corporate jets during the coming decade. You could call it “fly-by-wireless.”
With passage of the National Intelligence Reform Act of 2004, the Transportation Security Administration (TSA) will be required to check the names of potential air-charter customers against government terrorist watch lists if an operator requests it. The measure also mandates the issuance of photo pilot certificates that are resistant to tampering.
Last month this column looked at safety management systems (SMS) and considered why the industry is embracing them. This month focus shifts to the key elements of such systems and their contribution to the industry’s livelihood.