TFRs... Temporary Flight Restrictions, or Too Fierce of a Reaction?

On final approach this June to Las Vegas McCarran International for the AAAE Convention, we begin circling Lake Mead. Turns out the Vice President is in town and the airport shut down for some time. We circle a while, then divert to LAX for fuel. An on-time performance by Northwest turns into a four-hour diversion.

Few would argue that making sure the VP is secure should not be a priority. It should be; it just shouldn't disrupt hundreds of lives, dozens of flights, and the air transportation system nationwide. It shouldn't shut down commerce, particularly in an industry that is on life support as it is. The TFR policy needs to be modified, just like the policy of not allowing some of the safest people in the U.S. — i.e., corporate America — into DCA.

Ask airport managers their position on these VIP disruptions and many say they're happy to just have the President or VP come to their cities, and agree security is paramount. Others, however, concur that it has become an all too extreme reaction. Word is that there was a “rolling TFR” across the nation as President Reagan's body was recently flown cross country for the memorials. What, exactly, were we securing there? At 35,000 feet?

Before a Presidential or VP visit, the airport and typically the FBO are notified well in advance and the feds come in to secure the place. Upon arrival, Air Force One/Two is taken to a distant ramp away from the airline operations area and secured. Why does this process have to take so long that people wind up diverted hundreds of miles and too many hours away?

Being responsible for the safety of the President and Vice President is a big job, and one that deserves our respect and appreciation. But they are also responsible to the rest of the citizenry, who hire all of the above. We deserve a bit of consideration as well.

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Something to watch: The Morristown (NJ) Airport, a major business aviation facility outside New York, is funding the Sound Initiative - A Coalition for Quieter Skies (page 27). While others, most notably Naples, FL, have tried other initiatives to restrict access to loud (Stage 1, 2) aircraft, the Sound Initiative seeks Congressional relief.

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Finally, at a recent House Aviation Subcommittee hearing, Rep. Pete DeFazio (D-OR) challenges TSA about restricting access for bizjets to DCA: “If we want to deter the threat, then the steps are inadequate. If we want to harass general aviation, then the steps are good.”

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