Leading Edge Strategies

Aviation Security Summit, Day Two, General Session I continued

2011 December 13 by leadingedgestrategies

Aviation Security Summit, Day Two, General Session I
Aviation Security: A Look Back and A Look Ahead
Carter Morris, SVP Transportation Security Policy, AAAE
Douglas Hofsass, Deputy Asst., Administrator, TSNM, TSA

Doug Hofsass has been with TSA for quite sometime. He was on the emergency response team for United Airlines for Flight 93, then served as the Federal Security Director at LaGuardia and has served in several roles at TSA HQ. He has been extraordinary in his outreach to industry throughout his time.

Hofsass acknowledged that there have been challenges, particularly with the implementation of several Security Directives, but that with Administrator Pistole, TSA is trying to bring industry into the conversation earlier in the process to assess what will work and will not work. Hofsass pointed to successful programs such as the In-Depth Security Review (ISDR) but that there is more work to be done.

Hofsass commented that ‘”people feel better about working with TSA since they used to,” which was met with numerous positive head nods throughout the room.

“IDSR is one of the most successful initiatives that TSA and airports have taken on,” said Hofsass. With the trade associations, airport operators and TSA at the table, the IDSR began with the mission to clean up the SD’s, but has turned into a regulatory review and created a vehicle that can be activated, “we have a trusted group of individuals … that we can bring in and do an immediate threat stream analysis.”

Other benefits of IDSR have been good pilot programs to look at insider threat and other technology and process solutions, that are economical for airports.

Hofsass noted that when TSA personnel are discussing issues with Pistole, his first comment is, ‘have we talked with industry about that?’

TSA’s Transportation Security Network Management (TSNM) branch is now being reorganized to Security Policy and Industry Engagement (SPIE) will have the responsibility of driving policy for the industry but will go outside of commercial aviation.

Hofsass said that general aviation’s revised Large Aircraft Security Program (LASP) regulations, and the Foreign Repair Station regulations, are on the front burner.

Former FAA Security Director, Cathal “Irish” Flynn, questioned Hofsass about White House and Congressional pressure to “do something,” when there is an attack, and whether TSA now has the wherewithal and credibility to stand up to lawmakers and say they are already addressing the issue and that knee-jerk legislation is not necessary.

“Having one of the world’s most respected and counter-terrorists chief, does not hurt,” said Hofsass. Hofsass noted that Pistole has opened doors to key communities that had not previously been accessible by previous Administrators.

Reno Airport Director Krys Bart questioned Hofsass about recent FSD proclivities to pushing TSA responsibilities back to airport operators, speaking specifically about exit lane staffing. Bart noted that this is similar to the early days of TSA.

“Is there a mandate for airports to man exit lanes at airports,” asked Bart.

“Not that I’m aware of,” replied Hofsass.

Several years ago, TSA did change exit lane staffing responsibilities to the airport operator where the exit lane was remotely located from the security checkpoint, but Bart claims that some TSA FSD’s are telling airport operators that they now need to staff the exit lanes that are co-located with the screening checkpoints.

###

Aviation Security Summit, Day Two, General Session I

2011 December 13 by leadingedgestrategies

Aviation Security Summit, Day Two, General Session I
U.S. Customs and Border Protection Leadership Discussion
Carter Morris, SVP Transportation Security Policy, AAAE
David Aguilar, Deputy Commissioner, U.S. CBP

(written in real-time during the session – please forgive grammatical and structure errors – comments are paraphrased, unless enclosed in quotes)

Aguilar started off by connecting the importance of CBP to the aviation industry as essential partners in counterterrorism.

The system will always be a “work in progress,” said Aguilar, discussing the border protection and aviation security industries,” because they will always adjust to what we do.”

The perspective of border protection has changed – previously, border protection was about methods, maritime, aviation, land – today, it’s about flows. The flow of commerce and personnel which requires a different strategy. “Used correctly, risk management and data management make us safer and more dynamic.”

“We have become managers of information,” said Aguilar about his agency that handles over a billion data lines of information are shared every day. “What we do and how we manage that information is critical to managing the security or our nation.”

CBP is now asking whether they can use the technology and processes beyond security, to assist the 98% of legitimate people and goods that are traveling across our borders – Aguilar believes they can.

Like TSA, CBP is another agency that’s moving towards risk based security – using intelligence and data to focus resources on the small population of individuals who require additional scrutiny. Also, CBP is working towards stopping terrorists and criminals from entering the U.S. early on in the detection process, not at the last point of failure.

Air cargo advanced screening pilot – the impetus for the air cargo screening was the Yemen air cargo bomb plot in October 2010. Aguilar said that it became critical to understand what was coming into the country before it leaves the International departure point. In just four months the pilot program begin screening cargo from 28 different countries in the Middle East. Aguilar however did not address the method of screening.

Aguilar says that the promise of “sooner, safer, cheaper,” has been met but there is more work to do.

Aguilar then expanded briefly on the Beyond the Border Action Plan, which is available on the CBP website. Beyond the Border articulates a shared approach to security in which both countries work together to address threats within, at, and away from our borders, while expediting lawful trade and travel (CBP website).

###

Aviation Security Summit General Session IV continued

2011 December 12 by leadingedgestrategies

Aviation Security Summit General Session IV
International Aviation Security – A Global Perspective
Moderator: Benjamin DeCosta, A.A.E.
John Halinski, Asst., Administrator, Global Strategies, TSA
Zohar Gefen, Manager, Security Division, Ben-Gurion Airport
James LoBello, Cargo Security – America’s Region, Lufthansa Cargo AG

(written in real-time during the session – please forgive grammatical and structure errors – comments are paraphrased, unless enclosed in quotes)

Halinski: TSA has approximately 250 individuals operating overseas and a mandate to promote the implementation of global transportation security processes, while ensuring compliance with worldwide and TSA standards. Mission areas include: Compliance, Engagement/ Outreach, Capacity Development.

The key to fulfilling this mission is developing good relationships with the host government. TSA can’t tell the host government what to do.

There are several U.S. regulations that address foreign aviation security, including:
49 US Code 44934 (TSA Representative Program) resulting from Pan Am 103 in 1988
49 US Code 44907 (Foreign Airport Assessment), resulting from TWA 847 in 1985
44916: Foreign Air Carrier Inspections
114 ICAO
49 US Code 44924 Repair Stations
49 US Code 44906 Foreign Air Carrier
Part 1546 Foreign Air Carriers

Liquids and Gels (LAGs): TSA is working with the European Union and pilot programs with respect to screening LAGs – attempting to balance security with facilitation – “is there an ability to use a risk-based methodology.”

Staff screening: two schools of thought – single point of failure, vs. holistic approach to insider threat. ICAO is soon to come out with a staff screening requirement, but TSA believes that’s a single-point-of-failure, and that instead, we should have a layered affect, with background checks, random searches, etc.

Cargo: TSA is working closely with ICAO on transshipment cargo. Currently attempting to define high risk cargo, and how to phase realistic Standards and Recommended Practices that don’t kill the industry. “It’s not just about the regulators, it’s about business.”

National Cargo Security Program Recognition: looking at how foreign governments are doing cargo, then accepting their procedures if they are acceptable.

A 100% inbound cargo strategy is based on a risk based model. We will have to “sell” this, whatever process TSA develops, to the world, since we cannot mandate what foreign governments do – we can only mandate what U.S. air carriers do.

AIT/body scanners: TSA has moved forward with deployment – the EU is deploying the millimeter wave. We are seeing that body scanners are becoming much more accepted world wide.

Gefen: Ben Gurion is a medium sized airport, conducting about 12 million enplanements per year.

Passenger security in Ben Gurion is only one part of airport security. The main objective is to prevent explosion or hijacking on an airplane departing from Israel. Ben Gurion must also keep an eye towards budget, image and customer service.

There are four levels of security: a supportive infrastructure, state of the art technologies, regulations and the human factot (well trained and educated security personnel).

Passenger security starts with a short interview done by a security agent to determine the level of threat – we have several levels of threat. We use various materials and protocols, along with detection of suspicious behaviors. We check bags through CT scanners according to the level of security of the passenger. The process ends with passenger inspection before entering the sterile zone.

In the next few years, expect some changes to the passenger process in Ben Gurion – known as “the advanced technology concept,” which means implementing a holistic security solution, blending our human factor processes and technologies.

Gefen believes that there is nothing better than the “eye and touch” of a human security agent.

LoBello: noted that unlike passenger and baggage screening, air cargo screening is the responsibility of the air carrier.

The need for mutual recognition – ensure that air cargo is protected within various and changing government mandates; supply chain focus means securing ‘once,’ at the origin, having reliable partners and use of existing programs. The final focus is on technology and training.

The screening of air cargo is significantly more complicated than baggage – passenger bags are transported to security, prepare for security, with simple, density, definitive single commodity security clearing. Cargo is the complete opposite.

Ben DeCosta opened up the issue of Duty Free, liquors, and perfumes so that individuals are better able to buy and transport these items, without losing them at screening checkpoints. Halinski said that the EU has established 4 different types of technologies, from the most intrusive (open the bottle and pass a test-strip into it), to technology that allows you to keep your bottle(s) in the bag. However, he pointed out that airports tend to buy the cheapest technology, rather than the most effective.

TSA’s response to the duty free and LAGS issue is to conduct pilot-programs and see what works.

Gefen was asked about his impression of U.S. TSO’s – he adroitly deflected the question, “I’m not in a position to criticize the TSA.” However, DeCosta followed up by asking how Israel manages to do the security process and not only provide customer service, but make the passenger feel safe (something the U.S. TSA has been criticized for in the past).

Gefen responded that not everyone has to go through the exact same process but that it looks like everyone goes through the same process – not everyone takes off their shoes, but only a few selected people. However, they are moving to a single technology system that will check everyone the same, but (apparently) retain the risk based processes that are currently in use. (Author’s Note: language barriers here prevented a clear understanding of where Israel is going in the future of screening).

###

Aviation Security Summit General Session IV

2011 December 12 by leadingedgestrategies

Aviation Security Summit General Session IV
GAO’s Perspectives on Transportation Security
Sarah Pilli, Manager, Transportation Security Policy, AAAE
Stephen Lord, Director, Homeland Security & Justice Issues, GAO

(written in real-time during the session – please forgive grammatical and structure errors – comments are paraphrased, unless enclosed in quotes) (GAO-11-238T)

GAO Reports for this year:
Harmonizing U.S. International Aviation Security Standards (Dec 2, 2010)
TSA’s Behavior Detection Program (SPOT) April 6, 2011 (GAO 11-461T)
Setting Checked Baggage Explosive Detection Requirements (GAO-11-740), July 11, 2011
Airport Perimeter and Access Control (GAO-11-938T), Sep 16, 2011
TSA’s Foreign Airport Assessment (GAO-12-163), Oct 21, 2011
TSA Information Sharing – Awareness and usefulness of Disseminated information (GAO-12-44) Nov 21, 2011
TSA’s Transportation Worker Security Threat Assessments, (GAO-12-60), Dec 8, 2011

GAO is currently working on:
Currently looking at General Aviation – Alien Vetting at U.S. Flight Schools
Screening Partnership Program comparison of private and federal screening performance
Screening of inbound air cargo (looking at TSA’s mandate on screening 100% of cargo)
AIT program
Canine Certification and Training (assess the process of certifying dogs)

Future work:
TWIC access control technologies
TSA Behavior Detection (SPOT II)
TSI Workforce, how deployed and utilized
Risk-based screening
Bomb Appraisal Officer
Air cargo explosives detection technologies

Questions
Portland: questions on the future of the use of canines at airports – both the issue of TSA’s proprietary teams, and the canine teams that are used by airport law enforcement.

The industry issue here is that the previous model for canine use at airports, was that the airport provided local police, who were sent to training with the FAA and issued an explosive detecting K-9. In the late 2000′s, TSA begin training and deploying their own canine explosive detection teams, in addition to the airport teams. Some airport operators feel that this has created overlap of responsibility and span of control and caused confusion.

It seems that GAO’s report will focus more on the effectiveness on canine teams, rather the responsibility and control.

###

Aviation Security Summit General Session III continued

2011 December 12 by leadingedgestrategies

Aviation Security Summit General Session III
Security Technology Development and Deployment
Colleen Chamberlin, Staff VP Transportation Security Policy, AAAE
Peter Kant, VP, Global Government Affairs, Rapiscan
Edward Olin, Senior Manager, Program Management, Homeland Security Solutions, Raytheon Technical Services Company, LLC
Moninder Birdi, President, Birdi & Associates Inc.

(written in real-time during the session – please forgive grammatical and structure errors – comments are paraphrased, unless enclosed in quotes)

Peter Kant: the focus post 9/11 was to roll out equipment that met legislative mandates, view technologies as discrete applications, meet detection certification and create funding processes. Post 9/11, it was about how fast can we get anything that meets the bare minimum out. Now, the next question is, what is the next question?

Can you create a risk based model?

Current statue: systems view, greater integration of technology; update certification standards, global harmonization of standards, introduction of operating standard PGDS and Checkpoint Design Guide and more focus on operational suitability and effectiveness.

Kant pointed out to a key problem within the industry, is that U.S. screening technologies in the U.S. is similar to those machines used in many other countries, however we rescreen everyone when the move from one airport to another.

Future –
Risk Based Screening – focus on merging multiple technologies, building the ability to assess risk and provide the appropriate level of screening: passenger, baggage and cargo, improve cost and efficiencies while meeting regulatory standards, compatible and sustainable.

Security Manufacturers Coalition – working together to meet future detection and inspection needs, to create a single type of process for the passenger, but allow varying levels of security for the regulator.
_____

Edward Olin gave a presentation on how airports and airlines can better facilitate the installation of explosive detection systems.

Monider Birdi gave a presentation on how to develop an Airport Security Program using his experience at Los Angeles International Airport.

– the most secure airport in the world has no airplanes, or passenger – the most operational efficient airport in the world has no security -

Aviation Security Summit General Session III

2011 December 12 by leadingedgestrategies

Aviation Security Summit General Session III
Innovative Approaches to Security Infrastructure
Carter Morris, SVP Transportation Security Policy, AAAE
The Honorable Michael Jackson

(written in real-time during the session – please forgive grammatical and structure errors – comments are paraphrased, unless enclosed in quotes)

Jackson, formerly of the TSA, believes that TSA needs to think and do differently, the way they acquire and use technology. The problem is not in technology, but in how it deals with the private sector. “The fundamental question, needs to be asked, is what is inherently governmental and what is not.”

Jackson discussed a proposal to streamline the federal procurement process.

Jackson was part of building the TSA over 10 years ago – Carter Morris asks his impressions ten years later and how much of his initial vision are still online.

A: Jackson believes the focus on risk is a move forward, but remains worried that we let our ambition, pushes us into a “magic wand,” situation, where the industry believes it’s the solution to a complex problem. The key is ensuring that the person that presents themselves to you is the person who they say they are. What’s known as “pre-check” today, Jackson said was an initiative he went to Congress with several times without success.

It’s frustrating to think that we give a shakedown to “little old ladies,” but if we tell everyone that we’re not going to screen little old ladies, that’s exactly where you’ll find the next bomb.

Jackson also encouraged a review of the rules and processes, that may no longer be necessary due to newer technologies.

Aviation Security Summit General Session III

2011 December 12 by leadingedgestrategies

Aviation Security Summit General Session III
Congressional Leadership Perspective
Joel Bacon, VP Airport Legislative Alliance, AAAE
Mike Rogers (R-AL)

(written in real-time during the session – please forgive grammatical and structure errors – comments are paraphrased, unless enclosed in quotes

“We are never going to be able to travel the way we used to, in our lifetime,” Rogers said, kicking off his post lunch comments.

Congress is coming next year with another credentialing bill. “We’re waiting for TSA to do right, but if they won’t do right, we’re going to make them do right.”

Rogers addressed the federal procurement process. A development of this assessment, has resulted in the Transportation Security Caucus. The caucus is for other members of Congress and their staff to educate them on the challenges and to build relationships between folks in the private sector and the department.

“The only way we’re ever going to meet our challenges is with the private sector,” Rogers said, pointed to the Department of Defense as an organization that has engaged the private sector effectively.

“The next focus is shifting towards, risk based security. It’s a waste of time an energy to treat everyone as a suspected terrorist. And we don’t have the money to keep doing that.”

Unfortunately, Rogers decided to take the time to actually explain the pre-check process, in detail, to an audience that could give a lecture on is, and more accurately. This isn’t preaching to the choir, it’s preaching to the preachers.

Another area of focus in the new approach to aviation security, is a focus on intelligence.

Rogers comments continued to address areas of well-known technologies, systems and future programs; he explained the layers of the aviation security system, then introduced the vapor-wake detection K-9 teams that are currently being developed. One key point though that many may not be aware of, is that the K-9 teams can detect an odor of up to 15 minutes after the individual possessing the odor, has passed through the area.

The long term vision for K-9 wake detection is to be able to use a dog to screen flights coming into the U.S. from international destinations – which, if it was in use two years ago, may have been able to detect the underwear bomber from Amsterdam.

Q: Status of the Screening Partnership Program (SPP)

A: We’re going to have to keep nudging the TSA to comply and if they don’t, we may have to take action. Rogers criticized the TSA’s desire to keep employees and the number of Union members up.

Q: There are over 100 committees and subcommittees that have some oversight over some element of Homeland Security – how is one more going to help (particularly when Congress wants TSA to be more efficient, yet here is another Congressional committee over homeland security).

A: The transportation security caucus has no jurisdiction over anybody. It has not authority or power, except to engage industry. Rogers said he would like to see fewer committees focused on Homeland Security – but the problem is it goes back to the general nature of Congress to be inefficient. We have called on Speaker Boehner to consolidate the committees, and establish consolidated jurisdiction.

Q: A participant wondered about creating the TSA Administrator position as something other than a revolving door – where every couple of years a new Administrator comes along, where they say the same things and have to be reeducated about airports, and asked us to rehash the same subjects we’ve been talking about for 20 years.

A: Rogers joked that Pistole is presently doing a good job, and as long as he continues to do so, he’ll keep his job.

(thus making the point)

Aviation Security Summit – General Session III

2011 December 12 by leadingedgestrategies

Aviation Security Summit – General Session III
Risk Based Security Initiatives
Mark Crosby, A.A.E. Chief of Public Safety and Security, Port of Portland
Paul Leyh GM Commercial Aviation, TSNM, TSA
Ken Sava, Director, Trusted Traveler, US CBP
Phil Gilbert, Manager, Security Compliance, American Airlines
Wendy Reiter, Director, Aviation Security and Emergency, Seattle-Tacoma International Airport

(written in real-time during the session – please forgive grammatical and structure errors – comments are paraphrased, unless enclosed in quotes)

Risk based security continues to the be the theme of the day, but Paul Leyh notes that while most people feel they themselves are low risk, some people don’t want to provide the additional, personal information, necessary to conduct the appropriate background checks, to identify them as a low risk traveler.

Ten years ago, we did not have the technology or systems, implemented widely, to incorporate a risk based program – among technical challenges is the ability of the airlines to be able to print the codes on the boarding passes to identify low risk travelers.

“Mitigating risk is not eliminating risk,” Layh parroted Pistole’s comments from earlier this morning. Random and unpredictable security measure in place in order for RBS to be effective. “We don’t want to have 100% of the time, people feel entitlement to walk to the checkpoint and walk through – there needs to be some randomness.”

Gilbert noted that they wanted to be involved in the passenger pre check program, because, unlike registered traveler, pre-check provides a benefit to the customer (beyond front-of-the-line privileges).

At last years’ security summit, TSA alluded that they are looking at CBP’s Global Entry program, where there are presently about 800,000 enrolled members, to develop and implement the passenger pre-check program. CBP’s Ken Sava discussed the benefits of Global Entry – “what it allows us to do is take a segment of the population that we don’t need to look at at all, and take those officer hours and direct them [to others]. Since Global Entry was started, we’ve saved almost 30,000 officer hours [in screening others who do not require screening].

Sava did note that there is a lot of pre-work to become enrolled in Global Entry – and the system continues to re-run individuals to look for any issues with the existing Global Entry members. “While we’ve scrubbed these travelers to ensure they are low risk… they are still part of the complete passenger manifest process when the arrive [at a border checkpoint].

Sava also noted that Global Entry is coming to general aviation airports.

Specific to airport operators, the process for conducting background checks so airport and airline employees can receive the Customs Seal (for their airport ID badges to allow access to customs areas) will hopefully, also, be expedited. Equipment is lined up and deployment schedules are created – CBP hopes to do 5 airports after we get a final regulation and will expand further beyond that.

Over the past 10 years, the airlines have desired to take care of their premier passengers, who comprise about 60% + of their revenue (quoted Leyh), so they’ve created the frequent flyer lanes to accommodate them. Part of the challenge of pre-check is retaining the ability to provide the premium flyers the same [privileges] they have today, but, according to Leyh, TSA and the industry need to work through the initial testing issues and grow the population, so they can address these issues.

Gilbert, from AAL, noted that it’s very important that their premium customers continue to receive their privileges, throughout the travel process. Gilbert extended the “when you’ve seen one airport, you’ve seen one airport,” phrase, to “when you’ve seen one checkpoint, you’ve seen one checkpoint.”

Leyh noted that even though many airports would like to get pre-check as soon as possible, the program will expand as quickly as the airline systems can adapt to be able to encode the boarding passes. Right now, the United-Continental merger has left that company behind in implementing pre-check, as they try to integrate other essential systems, but United is next up for implementation.

Wendy Reiter, discussed their Known Crew Member program – Sea-Tac elected to not use the existing checkpoints, but other locations to conduct the credential check. “Obviously the pilot’s love it.” The pilots based in Seattle use it all the time, but pilots not based in Seattle, come in with the flight attendants and go back out with the flight attendants, so they use the Known Crew Member checkpoints, less. Also, Reiter feels that the pilots enjoy doing the credential check away from the general public.

Leyh also noted that with the pilots being checked separately, it allows screeners to focus more on passengers. Leyh mentioned that with the known flight attendant program, that there is value to having flight attendants continue to be screened, but there are also security benefits to having them undergo the Known Crewmember process – so TSA continues to weight the benefits.

Leyh fielded a question that has been on everyone’s mind – why not use the existing registered traveler program, commonly known as Clear, to add to the passenger pre-check program. Leyh’s answer was a bit convoluted – he said that while they will take a look at that population, they aren’t interested in just adding numbers to the program, and that not everyone in RT can meet the background standards of the pre-check program.

Aviation Security Summit – General Session II Q

2011 December 12 by leadingedgestrategies

Aviation Security Summit – General Session II
Carter Morris; Moderator, Senior VP, Transportation Security Policy, AAAE
Robin Kane, Asst., Admin & Chief of Technology, TSA
John Sammon, Asst., Admin, Transportation Sector Management (TSNM), TSA
Mark Dolan, Acting General Manager for Operational Performance and Screening Operations, TSA

(written in real-time during the session – please forgive grammatical and structure errors – comment are paraphrased, unless enclosed in quotes)

The theme of RBS, risk based security, continued in the second session, with a more detailed discussion of how it will be implemented. The principle of RBS is to know more about the traveling public, determine as best as possible who is and isn’t a threat, and focus on those that the government knows less about, or knows a lot about and believes may be a threat. Technology is an important component, that will be used to help determine who is who.

Opening Comments:

Dolan noted currently, pre-check is working within the existing staffing allocations, but that part of the testing process is to assess whether there needs to be a change in staffing, but where screening personnel are posted within the airport may change. Dolan also (addressing screener staffing): he felt they handled the Thanksgiving travel okay and feel they are best prepared for the Christmas holiday travel season.

Sammon addressed the current reorganization including a focus on security policy and industry engagement, “without industry engagement you don’t come up with policies that work,” Sammon said.

Kane spoke to the ability of technology to be used throughout RBS, including even in baggage screening, but he did predict that continuing to install or replace existing inline systems will be challenging in the future, due to budget and funding issues. Kane: TSA just recently acquired 300 additional AIT (Advanced Imaging Technology) machines, all equipped with ATR (Automatic Threat Recognition).

Carter: while TSA is concerned about passengers understanding the system and following the screening rules, but everyone is focused on wait times and not letting them climb. Dolan believes that they have more experience in seeing when wait times start to go up and surge workforce into specific periods where needed.

Questions from Participants:

Q: Reno: how far away are we from approved exit-lane technology?

A: Kane: there are some exit lane technologies out there at airports…Congress asked us to look into it, so we solicited industry and got a low level of response – they were pretty high cost as well. “So, we aren’t going to do those pilots, we’re going to survey the airport environment and see what solutions are working and move forward.”

Q: LAX: were there any lessons learned in doing Secure Flight that can be applied to Pre-Check.

A: Kane: number of lessons learned, but we didn’t have anything that caused pre-check to not work when we went online. There were some printing issues in printing boarding passes, but we learned and are applying that to airlines coming on board right now.

Q: Sea-Tac: Questioned the divergence of how airports and TSA monitors wait times – what about automated wait time technology?

A: Kane: we intend to test some of that technology in 2012. We think it’s a pretty simple solution and I think we’ll be able to get that operational testing done, and be able to share it with the airport, or even inform passengers so they can self manage their cues.

Q: Portland (OR): what other policy issues do you seen coming forth?

A: Sammon: air cargo is big, this time last year with the incident out of Yemen. So, we have a whole series of initiatives, that we’re working with carriers bringing cargo from outside the U.S. [We] want to focus on risk based, in air cargo. The LASP rule is out of TSA and undergoing governmental review and we’re hoping that gets out of the system and to the public [soon]. Sammon hopes it is received favorably due to industry input that was part of the development, whereas the previous LASP had none.

Also in General Aviation, working on a large number of issues including greater access to DCA.

Q: Participant Question: How does industry get ideas to TSA, outside of the Broad Agency Announcement?

A: Kane: Some through the Broad Agency Announcement, and through the industry associations. We’re open to other ideas from the industry, but it has to be something that moves us forward.

Kane also noted that it’s difficult to turn solutions that are developed by academia, but once it’s proven that the technology that works, TSA still has to go through the federal procurement process, which makes it difficult to get it implemented.

Q: Centennial Airport: With RBS, shouldn’t we look at scrapping LASP (Large Aircraft Security Program) and focus more on charter security?

A: Sammon: cited a reference where an industry rep said he wouldn’t fly without the [GA rules] – “a lot of the things in there are common sense,” What a lot of GA people are worried about is someone doing something with GA aircraft, such as an incident, then Congress coming down with very restrictive regulations. From an RB standpoint, it doesn’t look at every small aircraft that flies around, but aircraft that are large enough to cause damage. The LASP is focused [now] on procedures that the industry is already going – such as locking your plane.

Q on new technologies

A: Kane, shoe scanner is still aways out. Presently, children under 12 are able to keep their shoes on, and there are some other RBS methods that can be used to handle the shoe issue, rather than technology.

###

11th Annual AAAE/TSA/DHS Security Summit

2011 December 12 by leadingedgestrategies

Dateline: 11th Annual AAAE/TSA/DHS Security Summit, Washington DC
Opening Session: Chip Barclay, President, AAAE, and TSA Administrator John Pistole

(written in real-time during the session – please forgive grammatical and structure errors)

In typical “FBI” format, Administrator Pistole gave a short, to-the-point briefing on where TSA will be in 2012. The presentation, which only lasted about 15 minutes, before breaking for questions, focused on the passenger pre-check program, the known crew member program and some other new program focused on RBS – Risk Based Security.

Pistole – [aviation security] is about risk mitigation, not elimination of risk. “Ten years after 9/11 I think we’re poised to a new paradigm shift.” There are several layers to RBS, but the most public is the airline pre-check, which is expanding to additional airports.

Pistole noted that they want to capture as many people as possible in pre-check, but did not cite specific figures as to how many passengers they expect to enroll in the program. The speed of the expansion of that program is more dependent upon technology implementation, not policy.

Pistole predicted that 2012 would see a large expansion of the pre-check program throughout the country and an expansion of the Known Crew Member program. “Why are we spending time with pilots who may have some prohibited item in their cockpit, when they are flying the aircraft,” asked Pistole. In 2012, look also for an expansion of Known Crew Member. Talking with the flight attendants association to possibly add them to the program in the future.

Pistole also mentioned that there are other programs where there are holders of government credentials, to get them to an expedited screening program.

The focus in 2012 is to look at the U.S. / Domestic market, to ensure the new programs are working before expanding to the International market.

TSA is in the process of creating a TSA Academy, with the idea of having everyone going to a single training facility, to create a consistent training program for all personnel. They will probably use an existing facility, such as FLETC.

Question to Pistole from participant: ten years after the attacks, airports have made significant investments to protect from attacks – but now politicians and public officials have started to question whether we need to continue investing money in aviation security. What’s the threat level to aviation? “The bad guys, the terrorists, still want to hurt us, our concern is that “they” have radicalized someone here in the U.S., who accesses an aircraft using a non-metallic device and attempt to blow the plane up,” said Pistole.

“We have been successful in the past 2 years…there are still bomb-makers out there, who have been very adept at designing, constructing and concealing, non-metallic devices… if you get questions, asking if there is a threat, come into one of our confidential briefings. The threats are real the stakes are high.”

Other notable quotes from Pistole:
“To provide the most effective security in the most efficient way.”
“We are first and foremost a counterterrorist organization”