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.
Beginning today, all U.S. citizens and nonimmigrant aliens from Canada, Bermuda and Mexico entering the U.S. from within the Western Hemisphere at airports of entry will be required to present a valid passport. In lieu of a passport, U.S. citizens have been permitted to present a variety of documents to establish their identity and citizenship and right to enter the U.S.
The Transportation Security Administration (TSA) has released a revised Twelve-Five Standard Security Program (TFSSP), effective March 12. According to the National Air Transportation Association, the agency accepted “very few” of the recommendations made by the industry and said it is “disappointed with the TSA’s failure to correct serious concerns with the TFSSP.”
Safety Management Systems (SMSs), popular in other industries for years, are coming to aviation because regulatory authorities, safety experts and industry leaders have proclaimed that SMS represents the future of safety management in our industry. Other countries have been working with safety management systems for years, and the SMS is now gaining traction in the U.S.