Report Card Shows Little Change in Two Years, Despite Good
Intentions
A statement by the
Coalition of Airline Pilots Association charges that, "Airline
travel remains vulnerable to terrorist attack nearly four years
after 9/11." This claim, according to CAPA's Aviation Security
Report Card, comes after "a broad look at the nation's
aviation security from airport perimeters to aircraft cockpits to
screening passengers and bags."
Filling some of the “gaping holes” in aviation
security “will require major changes in the way the airlines
and airports do business and in the way the government manages
airline security,” said Capt. Jon Safley, president of
CAPA.
Airline security still gets average to failing grades in over a
dozen subject areas with an GPA a little over 1.1, or letter grade
D. Rating “F” grades from CAPA were such critical
security measures as screening airline employees, screening cargo,
biometric credentialing for crewmembers, self-defense training, and
countering shoulder-mounted missiles (MANPADS).
“The technology exists, or could be updated, to address
many of these security problems,” Safley said. “But
neither the airlines, the airports nor government officials have
given these issues the priority they deserve.”
Safley pointed out that
the Intelligence Reform and Terrorism Prevention Act passed by
Congress and signed into law by President Bush late last year
addresses biometric credentials, but until Congress actually
appropriates funds, it remains an unfunded mandate.
“Likewise, with the MANPADS threat,” Safley said,
“we had support last year from both sides of the aisle in the
House – from Rep. John Mica (R-Fla.), chairman of the House
aviation subcommittee, as well as from Rep. Peter DeFazio (D-Ore.),
the ranking Democrat, and from Rep. Steve Israel (D-N.Y.). But the
bill to fund countermeasures was watered down, even though
Congressman Mica called these shoulder-fired missiles and on-board
explosives ‘two of the greatest threats to commercial
aviation.'”
CAPA noted that, while screening passengers and their bags has
improved over the past few years, screening ramp employees and
cargo has not. “We should have one level of security to
protect the American people,” Safley said. “If we're
screening passengers, we certainly need to screen employees who
have access to aircraft and baggage. And not screening cargo on
all-cargo carriers invites disaster.”
Cargo on passenger airlines gets very little attention because
airlines don't question “known shippers.” That program
didn't prevent a man from shipping himself from New York to Dallas
in 2003. “Chuck-in-the-Box came through a ‘known
shipper' program,” Safley said. “We don't care who the
shipper is, we want to know what's in the box.”
CAPA is working with
members of Congress – as well as the Transportation Security
Agency and the Department of Homeland Security – to ensure
that these security deficiencies are addressed.
“We expect a general aviation security bill will be
introduced soon by Rep. Edward Markey (D-Mass.),” Safley
said. “And we're working with other members of Congress to
strengthen the Federal Flight Deck Officers program.
“This report card points to opportunities for
improvement,” he said. “We're recommending that air
passengers contact their members of Congress and urge them to
upgrade our aviation security systems.”