From his Paris office thousands of miles away François Lureau was as horrified by what he saw on September 11 as the millions of Americans who watched on television in stunned disbelief. But unlike most Americans, as the CEO of a multinational aerospace and defense company, Lureau was in a unique position to do something about the terrorist attacks–or at least to help ensure that nothing like it ever happened again.
General aviation will have to wait until later this month to learn how it might be affected by the aviation security bill signed November 19 by President Bush in a ceremony at Ronald Reagan Washington National Airport (DCA). Ironically, or perhaps symbolically, DCA remains closed to all Part 91 and Part 135 operations.
“We have 700 million passengers each year and we can’t treat them all as terrorists,” American Association of Airport Executives (AAAE) president Chip Barclay told nearly 500 people attending a late-October “Aviation Security Summit” at the NTSB’s headquarters in Washington.
Phil Garfinkle has nothing to fear but the lack of fear itself. Garfinkle founded Executive Private Aircraft Corporation (EPAC) to fan airline customers’ fears of traveling with unknown passengers, and their impatience and growing aversion to airport security checks. The EPAC mission is to provide “members with safe, convenient and value-oriented private air travel in a country-club environment.”
Attendees at this year’s Aviation Services and Suppliers’ SuperShow (AS3) were acutely aware that this was their first such get-together since September 11. AS3 is a joint trade show held during the concurrent conventions of the National Air Transportation Association (NATA) and the Professional Aviation Maintenance Association (PAMA).
General aviation continues to make some, albeit slow, progress towards regaining at least limited access to Ronald Reagan Washington National Airport (DCA) with the announcement by a top Transportation Security Administration (TSA) official that the agency hoped to publish the required security procedures this month.
The Air Pegasus of D.C.-South Capitol Street Heliport in downtown Washington is fighting to avoid a death by proximity–proximity to Capitol Hill, that is.
When it opened for business in 1998, its location one mile south of the Capitol complex was considered an advantage–one embraced by corporations, government officials, the military, ENG crews and several law-enforcement agencies.
Last month’s announcement that Ronald Reagan Washington National Airport (DCA) is being permitted to resume its pre-September 11 airline schedule on April 15 underscored the fact that Part 91 and Part 135 on-demand operators are still on the outside looking in, despite efforts by NBAA and others seeking access to the downtown airport.
Flush with the success of the forum and static display held at Chicago DuPage Airport (DPA) in June, NBAA held another such event last month at Fort Worth (Texas) Meacham International Airport (FTW). The terminal there was transformed into a mini convention center, and an estimated 1,500 people attended the one-day event’s forums and training meetings.
The Transportation Security Administration (TSA) last month extended the compliance date for the Twelve-Five Standard Security Program (TFSSP), which will require new security measures for operators of aircraft with an mtow of 12,500 lb or more, and later announced it would also delay the Private Charter Standard Security Program (PCSSP).