Running Head:5.4: CHASING THE BAREFOOT BAREFOOT BANDIT ACTIVITY ACTIVITY 5.

4: CHASING THE BANDIT

Activity 5.4: Chasing the Barefoot Bandit Michael A. Van Norman Embry Riddle Aeronautical University, Worldwide Campus

ACTIVITY 5.4: CHASING THE BAREFOOT BANDIT

Activity 5.4: Chasing the Barefoot Bandit Introduction The terror attacks of 9/11 forever changed airport security measures for the commercial industry. The staples of all airports now include TSA workers, removing liquids and laptops from all carry-on bags, and taking off ones shoes before going through metal detectors. Many travelers would be surprised by the fact that these same practices are not required at general aviation airports. In fact, there are currently only recommendations from the TSA for security practices for general aviation airports and flights. This paper begins with a presentation of the current best practices proposed by the TSA. The next presented case is the Barefoot Bandit and his theft of several general aviation aircraft. This case illustrates the need for further security measures for general aviation. Finally, the Large Aircraft Security Program and security programs on the horizon complete this paper. Background Prior to the attacks of 9/11, government involvement with general aviation airport security was virtually nonexistent. Federal regulations only applied to airports with scheduled operations. Following 9/11, Congress enacted the Aviation and Transportation Security Act (ATSA), which created the Transportation Security Administration (TSA). The TSA was established to develop, regulate and enforce security standards for all modes of transportation. In the ATSA, Congress transferred most of the Federal Aviation Administrations (FAA) civil aviation security responsibilities to the TSA. While the TSA is now the primary aviation security body in the United States, they have a minimum level of regulation over general aviation security. In fact, the TSA only provides recommended guidelines for how general aviation airports should run their security operations.

ACTIVITY 5.4: CHASING THE BAREFOOT BANDIT

These guidelines are outlined in the May 2004 information publication Security Guidelines for General Aviation Airports. Airports need not follow these guidelines to receive federal assistance (Hart, 2010). TSA recommended general aviation security measures The TSA information publication regarding security at general aviation airports addresses 6 functional areas. These areas are personnel, aircraft, airports/facilities, surveillance, security plans and communications, and specialty operations. With respect to personnel, local knowledge at the general aviation airport is an invaluable tool in maintaining security. Passengers and pilots at most community airports are generally regularly seen. Transient pilots, whether they are passengers, pilots, or students should be carefully monitored if there are any suspicions of nefarious activity. With respect to aircraft, the TSA recommends security measures applicable to all vehicles. Ensure the consistent use of all door locks on aircraft. Have keyed ignitions when able and refrain from having keys co-located with the aircraft. Store aircraft in locked hangars there is availability. In addition to personnel and aircraft, airport facilities must also be secured. Lock and hangar security is discussed in the previous section regarding aircraft security. Perimeter control is necessary for the security of general aviation airports. Physical barriers must sufficiently safeguard aircraft assets and ensure personnel only enter authorized areas. Lighting is another vital part of a general aviation airports security infrastructure. At night, lighting is a natural deterrent against vandalism on the flight line, in hangars, and in parking lots. Signs must also clearly mark authorized areas of access for owners and operators. The TSA recommends an identification system be installed at general aviation airports. Identification with such items as a

ACTIVITY 5.4: CHASING THE BAREFOOT BANDIT

full-face image, a unique identification number, and scope of access help security personnel regulate to what areas people gain admission. With new airports, all these considerations must go into facility planning. Surveillance is next area addressed by the TSA guidelines for general aviation airport security. The TSA encourages community watch programs for all airports to enact the previously described personnel security measures. Closed circuit television and motion sensors are also necessary components of surveillance systems. With respect to reporting procedures, the TSA offers the hotline 866-GA-SECUR as a 24/7 place where anyone can call to give information regarding security incidents at general aviation airports. Security procedures & communications as well as specialty operations are the final components of the TSA general aviation airport security best practices. Templates for assessing an airports security plan as well as threat communication systems help secure airports. Finally, airports must adapt specific security practices to special cases like agricultural operations or joint military/civil airports (tsa.gov, 2004). The Barefoot Bandit and need for increase general aviation security While the TSA guidelines for general aviation security are a great start to preventing incidents, gaps exist. One example of a lapse in airport security is the case of the Barefoot Bandit Colton Harris-Moore. The teenage perpetrator famously stole a general aviation aircraft, flew it from its home field without a license, and crashed it in the Bahamas (CNN Wire Staff, 2012). Such incidents are unacceptable in todays aviation environment. What if a terrorist had taken a similar plane and crashed it into a famous landmark or populated area? The TSA must

ACTIVITY 5.4: CHASING THE BAREFOOT BANDIT

do more than make recommendations. The Large Aircraft Security Program (LASP) is one example of how the TSA can improve general aviation security. LASP and the future of general aviation security The LASP is a proposal by the TSA to achieve comprehensive general aviation security. The regulation would require all U.S. operators of aircraft exceeding 12,500 pounds maximum take-off weight to implement security programs that would be subject to compliance audits by TSA. In essence, this proposal gives the TSA authority to set security rules for general aviation operators of large aircraft. While more government regulation is not the ideal method to achieve security, the LASP is a necessary step for general aviation. By making general aviation follow TSA regulations, it would have greater stake in collective airport security.

ACTIVITY 5.4: CHASING THE BAREFOOT BANDIT

References CNN Wire Staff. (2012). 'Barefoot bandit' sentenced to six-and-a-half years in prison - CNN. Retrieved July 1, 2012, http://articles.cnn.com/2012-01-27/justice/justice_washingtonbarefoot-bandit_1_colton-harris-moore-federal-charges-federal-pleadeal?_s=PM:JUSTICE Hart, B. (2010). General aviation airport security : Aviation and airport development law. Retrieved July 1, 2012, from http://www.aviationairportdevelopmentlaw.com/2010/07/articles/faa-1/airports2/general-aviation-airport-security/ TSA Public Affairs. (2008). TSA: TSA proposes large aircraft security program. Retrieved July 1, 2012, from http://www.tsa.gov/press/releases/2008/1009.shtm Tsa.gov. (2004). Retrieved July 1, 2012, from http://www.tsa.gov/assets/pdf/security_guidelines_for_general_aviation_airports.pdf