Security, From One Who’s Been There

J. Leonard Wood today is ADT’s manager, aviation services. For some 24 years he has worked around airports and security, starting with ten years at BWI.

TORONTO — J. Leonard Wood today is ADT’s manager, aviation services. For some 24 years he has worked around airports and security, starting with ten years at BWI. As security tightened at U.S. airports in the ‘90s, Wood focused exclusively on airport security as a private contractor. He has been involved with and chaired major industry association committees on safety and security, and was a member of the working group that created for TSA its Security Guidelines for GA Airports.

During the recent annual meeting held here by the Airports Council International-North America, one group with which Wood has long-term involvement, he sat with AIRPORT BUSINESS to discuss the state of airport security.

Following are edited excerpts ...

AIRPORT BUSINESS: To begin, where are we at regarding airports, security, and the threat?

Wood: I would divide it into commercial airports and general aviation airports.

Nothing has changed in the Part 107 transition to be 1542; the same rules that have existed since 1989 continue to exist to keep only authorized people near commercial airplanes. The FAA used to use a method of making changes to 107, though they only made one of them, and they’d come out with bulletins to airports. Now, there are Security Directives that come to an airport, that may fine tune a regulation for a particular period of time for that airport.

So, we’ve had a stable field, if you will.

Two initiatives currently going on could change that. In the Aviation Transportation and Security Act of 2001 Congress directed TSA to check people coming in from perimeter points onto the airport. It didn’t give a timeframe. In the Intelligence Reform Act of last December, Congress reiterated and said it wanted to see biometrics used in access control at airports. So, there are two items. Let’s just say I’m confident TSA is working on it.

Looking at general aviation, prior to 9/11 there were no rules. After 9/11, there was a hue and cry, most audible in Congress, that general aviation was a dark hole. So, TSA, not being stupid, got representatives from AOPA, GAMA, ACC, ACI-NA, etc. to form some sort of document for GA airports and to categorize them.

But they fall into two categories: private and public-use. So, let’s rule out private use airports. Across a 100-day period we fashioned a document; TSA was with us the whole time. We believed that this document would be handed to TSA and they would publish it as written. Well, darn if they didn’t.

AB: Regarding GA airports, is there a concern?

Wood: There’s a concern anytime somebody can steal an airplane to do something malicious with it.

AB: Where are we at with the biometrics standard being developed by TSA?

Wood: It’s interesting. You get the impression that, with biometrics, TSA was waiting on the results of the TWIC [Transportation Worker Identification Card], which incorporates a biometric and is a federal program. But that hasn’t gone as rapidly as people expected, and that may be why TSA [held off]. Why duplicate the money if the TWIC held the answer?

Now, there is a question of interconnectivity with the TWIC to every airport in America and protocols to be written. The commercial airport sentiment is, we’ve got our systems in place and here you come with the TWIC and, no, we’re not going to go to the expense right now. We’ll just issue an airport ID card.

AB: Would you agree that the idea of a TWIC makes sense?

Wood: It makes sense for certain communities. For example, prior to 9/11, we had the Universal Access System for the airline pilot community to have a credential to bypass screening. Well, ‘bypass screening’ is no longer a phrase in the English language. What happened with that was, nobody would stand up and be responsible for the database to make sure it’s pristine. Airline management didn’t want to do it; airports didn’t want it.

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