Tentative, Inc.
Much of U.S. aviation remains on hold, awaiting direction from TSA
by John F. Infanger
The state of the industry is uncertain. The air carriers are struggling;
business aviation remains robust but waits to see if new security requirements
will stop its growth; service companies are caught in the middle while
dealing with new security requirements at commercial airports; and, general
aviation worries that the next misuse of an airplane will shut it down
entirely. Airports, meanwhile, are the center of attention along with
funding and the future of AIP. In essence, aviation has become Tentative,
Incorporated, with a future being directed by new bureaucrats who do not
know the business.
Last November, Congress created the Transportation Security Administration
via the muchheralded security act that mandated that the federal government
take over passenger security operations at commercial airports. Many in
aviation are concerned that TSA has been given a blank sheet of paper
to create any new security directives it chooses, while not consulting
with the industry. It has not, however, been given a blank check, and
aviation interests are worried that the Airport Improvement Program, always
intended for infrastructure improvements, could become the perpetual well
that feeds the security tap.
At the same time, the Federal Aviation Administration, which has
relinquished its security duties to TSA as directed by Congress, is in
the eyes of many losing its handle on the industry it was created to regulate.
Comments Jim Coyne, president of the National Air Transportation
Association, "It’s almost as though the The state of the industry is uncertain.
The air carriers are struggling; business aviation remains robust but
waits to see if new security requirements will stop its growth; service
companies are caught in the middle while dealing with new security requirements
at commercial airports; and, general aviation worries that the next misuse
of an airplane will shut it down entirely. Airports, meanwhile, are the
center of attention along with funding and the future of AIP. In essence,
aviation has become Tentative, Incorporated, with a future being directed
by new bureaucrats who do not know the business. FAA is becoming irrelevant,
with the TSA, the EPA, the IRS, and other government agencies trying to
regulate aviation.
"The number one problem I see right now is that because of the security
overzealousness, government can do whatever it wants without anyone doing
an analysis of whether it’s justified. Government officials can bankrupt
our industry."
BEHOLD THE TSA
When asked about the top concerns of airports today, Spencer Dickerson,
vice president of the American Association of Airport Executives, says,
"It’s TSA, TSA, TSA."
In its defense, industry reps recognize that the TSA has been given
the unenviable task of ramping up from zero to 40,000 or more employees
by the end of 2002, along with putting in place a system that assures
a secure system. Key to the plan is the installation of baggage screening
systems that manufacturers will probably not be able to build in time.
As a concession to that reality, the TSA has indicated the shortterm solution
will be a combination of explosives detection systems and trace detection
devices.
Paula Hochstetler, president of the Airport Consultants Council,
which has been heavily involved with initial meetings at TSA, explains
that the decision presents a tradeoff. "If the airports have the explosives
detection equipment, they need less people; with trace detection they
need more people. Is there going to be adequate funding to complement
the technology and the staffing?"
In fact, Congress is questioning the staffing requests of TSA. Comments
ACC’s Hochstetler, "Congress believes TSA’s request for screeners is too
much. TSA says it needs 65,000 employees; Congress says 45,000."
Adds Mike Boyd of the Denverbased The Boyd Group, an industry analyst
firm, "Look at Eugene, OR, where they’ve had 20 employees doing this and
no problems. TSA will have 70. It will take money away from infrastructure
and other initiatives, and they’re not doing anything to make us any safer."
Much of industry’s frustration since the creation of TSA is that
it is made up of nonaviation personnel, with an emphasis on law enforcement,
and is presenting an attitude that aviation demonstrated with 9/11 that
it could not handle security. That frustration was particularly evident
at airports, the focal point, but there are indications that this is changing.
Explains Ian Redhead, vice president of airport facilities and services
for Airports Council InternationalNorth America, "That is changing and
air ports are becoming more and more involved, but there are still not
enough answers being provided to airports so that we can help the TSA
accomplish its task.
"They basically came in and said anybody associated with the FAA
before is essentially persona non grata and they have not listened to
those with industry knowledge. My personal opinion is that TSA has perhaps
made their task that much harder. It’s very much driven by the law and
their determination to meet the deadlines. They’ve not necessarily gone
back to Congress to ask for clarification or to find out what its real
intent was."
TSA Appoints Security Contractor
In what is considered a key move in implementing the new security
structure at U.S. airports, the Transportation Security Administration
awarded the contract to manage and schedule upgrades. Hensel Phelps
Construction Company, which has been involved in the rebuilding of
the Pentagon, was awarded the contract in midMay. Carter & Burgess
will provide airport engineering and management support services as
part of the project team.
The Hensel Phelps project team will prepare an implementation plan
to upgrade security screening operations at 429 U.S. airports.
FUNDING
At the top of the list of everyone contacted for this article is
funding. DOT Secretary Norman Mineta is seen by many as the champion of
infrastructure development for the industry in recent years when capacity
was the leading issue. However, his comments recently have turned to justifying
the use of AIP monies for security purposes, saying that the downturn
in the airline business has changed the priority. Industry officials are
concerned that getting security off the AIP dole could become an insurmountable
task in the years ahead after the current funding authorization ends in
2003.
Industry officials say that Congress needs to fund security for
aviation separately, and also express the opinion that AIP dollars should
be spent today on building the infrastructure needed to handle the pending
capacity crunch that everyone expects to return within one to two years.
Comments AAAE’s Dickerson, "We have to try and keep our focus on
capacity enhancement and other safety initiatives. Eventually, all the
needed construction projects will be back on the front burner."
Says ACINA president David Plavin, "We should be taking advantage
of the lull in congestion problems. We shouldn’t bury our heads in the
sand and wait for it to kick us in the behind."
NATA’s Coyne, himself a former Congressman, adds, "The money problem
is going to bring about a collosal confrontation in Congress. If Congress
doesn’t pay for security, then the user community will.
"It’s interesting to see what they’re doing in Canada, where they’ve
created a corporationtype group much like they did with air traffic control.
The Canadian government has promised that whatever they do with security
won’t come out of the airport fund."
For airports, the challenge pre9/11 was how to fund the infrastructure
to meet growing demand. That concern remains, but has been compounded
by the fact that new security equipment and procedures may bring about
entirely new infrastructure demands, particular in terminals and parking
garages.
Says Plavin, "The bottom line is that at the overwhelming bulk of
airports, they can’t readily change the terminals. I foresee more integration
at baggage claim; and garages will probably need to be wider.
"If I was designing an airport from scratch, I’d figure out a way
to have a remote terminal for everything, maybe something akin to what
they have at Tampa or Orlando."
GENERAL AVIATION
For business and general aviation, a top concern has been the reopening
of Ronald Reagan Washington National Airport to GA, which many expect
to happen by June. There is a concern by some, however, that new security
procedures at DCA will lead to tighter requirements at other airports.
Comments Coyne, who represents charter firms and flight training
companies, among others, "I guarantee you that there are some at TSA who
have that mindset. I have a feeling that a lot of people at TSA would
like to just shut down general aviation. That said, I think we’ll be able
to get into DCA soon."
Meanwhile, a general aviation bill to assist companies affected
by 9/11 appears dead in the water, with President Bush opposing it.
