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Prior to September 11, 2001, what did the U.S. aviation security system know about
terrorist threats to civil aviation? How did the different elements of the system respond to
any such information in their possession?
What aviation security policies and procedures were in effect as of September 11, 2001?
How did these measures comply with relevant laws and regulations? What was known of • /._
the effectiveness of this system, and how was this measured? </ "^
3. Have the witness explain what intelligence information she had about
threats to the aviation security system prior to 9/11 and what actions she took in
response.
1. Have the witness explain the specific weaknesses in the aviation security
system leading up to 9/11.
2. Have the witness explain why weakness in the aviation security system
was and is such a persistent problem.
1. Have the witness describe the airlines' view of the industry's role in
aviation security policy setting and implementation.
2. Have the witness explain the airlines' philosophy about aviation security's
priority in the industry's mix of missions and by what standards the industry
determines what security measures are and are not appropriate (i.e. cost/benefit
and bottom line considerations).
3. Have the witness explain what the airlines knew with respect to the
performance of their security systems on 9/11?
1. Obtain the witness' views about the culture of indifference toward security
problems in the FAA.
3. Have the witness share field personnel's perspective on the quality of the
aviation security system and leadership.
1. When you came to the FAA as administrator what was your assessment of
the Aviation Security System and its effectiveness? By what means and what
criteria did the agency measure effectiveness? What did you see as the security
system's biggest strengths and weaknesses?
2. When you received audit reports citing weakness in the security system or
recommendations for corrective action from the Inspector General, the GAO or
other sources, what was the process for responding to the warnings and
considering the recommendations? What criteria were used in determining
whether to implement specific suggestions?
5. What exactly did you know about the nature and timing of terrorist threats,
both general and specific, prior to September 11, 2001? About threats from al
Qaeda? Threats from the individual hijackers? What actions did you take in
response to this information?
6. Where were you when the hijacking took place on September 11, when
and how were you notified, and what did you do? Were your actions and
responses following the incident guided by any prepared protocol, or were your
required to respond spontaneously?
7. After September 11, what steps did the FAA take to ascertain the facts
about how precisely the aviation security system functioned with respect to the
hijackings? What analytical, corrective and disciplinary actions were taken in
response?
10. Because of time constraints, please supply the Commission with a written
response to the following question. The White House Commission on Aviation
Safety and Security, which was created in August 1996 in the aftermath of the
destruction of TWA Flight 800 and made its report to the President in February
1997. Please comment on the following items contained in the report that would
appear to be relevant to the events of September 11, 2001. Please indicate what
impact each finding or recommendation had on the civil aviation security system
before and after September 11, 2001:
1. Over the past 17 years you have audited aviation security under the
auspices of the GAO and as DOT Inspector General. Please elaborate on the
impact of economic and other non-security pressures on policy setting and the
quality of the security system as of September 11, 2001? Do you believe that the
aviation system's governance problems were well known prior to September 11,
2001? If so, why do you believe changes were not made to correct the problems?
How would you describe the Department of Transportation and the FAA's
responsiveness to security audits, alerts and recommendations?
2. What was the Department's formal process for addressing problems you
raised and for considering the corrective actions you recommended? Would they
provide you with updates and records of decision records or was it more
informal?
7. What were the biggest weaknesses you identified in the aviation security
system prior to September 11, 2001? What were the most serious threats to that
system?
8. How can the cost of improving security at our nation's airports through the
acquisition of new or additional screening equipment, modifications to airport
structures to accommodate new security procedures, and the fortification to
airport perimeters and access to secure areas be balanced against tight budget
constraints?
1. From the airline perspective, how would you characterize the pre-
September 11, 2001 performance of the aviation security system in general and
the baggage and passenger screening system in particular? What methods did you
use to evaluate and improve this performance?
2. What did the airlines know about the terrorist threat to civil aviation in the
3-month period leading up to 9/11? What specific steps did you take in response
to such threats?
3. How did economic factors affect the civil aviation security prior to
September 11, 2001? How did the airlines balance economic and security interests
within that system?
4. Very specifically, what was the status of box cutters at each of the airport
security checkpoints that the hijackers passed through on September 11, 2001?
5. Published reports indicate that at least nine of the nineteen hijackers were
selected for special security scrutiny prior to boarding the hijacked flights: six by
the computer-assisted prescreening (CAPPS) system, two because of
identification document irregularities, and one because he was traveling with one
of the latter two. Are these reports accurate? Specifically, what triggered each
selection? In each case, what was done as a result of the selection?
What tactics and weapons did the 9/11 hijackers use to defeat the aviation security system
and procedures in place on September 11, 2001? What was the cause of the security
failure or failures on that date: flaws in the design of the procedures; in the transmittal
(including dissemination and training); in the implementation; some combination; or
some other factor or factors?
1. Have the witness explain his views on the effectiveness of the aviation
security system, and his agenda and priorities with respect to aviation security.
2. Have the witness explain his role and actions in the immediate response to
f\ the hijackings.
3. Have the witness explain the way in which the various elements of
government are organized and coordinated with respect to budgeting,
policymaking, priority setting, management and oversight of aviation security.
MIKE CANAVAN (The FAA's top security official on 9/11/2001)
1. Have the witness describe the quality of the FAA's intelligence collection
and response procedures.
2. Have the witness share his assessment of the state of the aviation security
system when the witness took the reins and when he left.
3. Have the witness describe his agenda for assessing and improving the
aviation security system during his tenure.
4. Have the witness describe the specifics about the performance and
response of the aviation security system on 9/11.
2. What exactly did you know about the nature and timing of terrorist threats,
both general and specific, prior to September 11, 2001? About threats from al
Qaeda? Threats from the individual hijackers? What actions did you take in
response to this information?
3. What weapons do you believe the 9/11 hijackers used, and how do you
believe the weapons got on board the aircraft? How did you arrive at these
conclusions?
6. Where were you when the hijacking took place on September 11, when
and how were you notified, and what did you do? Were your actions and
responses following the incident guided by any prepared protocol, or were your
required to respond spontaneously?
7. In your opinion, was the introduction of weapons onto the four hijacked
flights a result of flaws in FAA regulations, air carrier security plans, screener
performance, some combination of these, or some other factor?
9. Published reports indicate that at least nine of the nineteen hijackers were
selected for special security scrutiny prior to boarding the hijacked flights: six by
the computer-assisted prescreening (CAPPS) system, two because of
identification document irregularities, and one because he was traveling with one
of the latter two. Are these reports accurate? Specifically, what triggered each
selection? In each case, what was done as a result of the selection?
10. What is the residual security role of the Department of Transportation now
that TSA has been created and moved over to the Department of Homeland
Security? How are the individual transportation modal agencies coordinating with
TSA?
11. Because of time constraints, please supply the Commission with a written
response to the following question. The White House Commission on Aviation
Safety and Security, which was created in August 1996 in the aftermath of the
destruction of TWA Flight 800 and made its report to the President in February
1997. Please comment on the following items contained in the report that would
appear to be relevant to the events of September 11, 2001. Please indicate what
impact each finding or recommendation had on the civil aviation security system
before and after September 11, 2001:
a. Improvements in aviation security have been complicated because
government and industry often found themselves at odds, unable to
resolve disputes over financing, effectiveness, technology and potential
impacts on operations and passengers. Americans should not have to
choose between enhanced security and efficient and affordable air travel.
b. The FAA should work with industry to develop a national program
to increase the professionalism of the aviation security workforce,
including screening personnel.
c. The FAA should require criminal background checks for all
screeners and all airport and airline employees with access to secure areas.
d. The FAA should complement technology with automated
passenger profiling.
e. The FAA should certify screening companies and improve
screener performance.
f. The FAA should aggressively test existing security systems.
["Until the morning of Sept. 11, 2001, NORAD's focus was almost exclusively fixed on
threats coming toward the Canadian and American borders, not terrorism in our domestic
airspace." (NORAD website, 5/13/03)]
Why was NORAD exclusively focused on external threats? Prior to 9/11 was any
consideration given to the possibility that America could be attacked by a domestic
aircraft?
4. When and how did NORAD first learn of the hijackings on 9/11 ? What
specifically was NORAD told? Please describe the chain of events and decisions
that took place after FAA's notification.
6. Published reports indicate that there was a conference call that morning
involving NORAD, the FAA and other decision makers. When was the Air Threat
Conference Call initiated and by whom? Who participated in the call? What
decisions were made and what orders were given on the call?
LTG Mike Canavan (ret.), former Associate Administrator for Civil Aviation Security
1. Based on reports from the GAO and DOT Inspector General and the
recommendations from the Pam Am 103 and Gore Commissions, the FAA's
"reactive" culture and aviation security system had demonstrated weaknesses for
many years. After becoming the head of FAA's Civil Aviation Security, what
actions did you take to discern the effectiveness of the system prior to September
11, 2001? What were the metrics and methods used to determine the
effectiveness? How did you judge the usefulness of those techniques? What
actions did you take to strengthen the system? How did the FAA, DOT, industry,
and Congress receive those initiatives?
3. On September 10, 2001, how confident were you that the terrorist threat to
US civil aviation could be effectively countered? Were the security directives in
place on September 11th adequate?
4. Each air carrier can request exceptions/changes to the FAA's Air Carrier
Standard Security Program (ACSSP). What was the process to submit and
approve/deny a request for a modification? More specifically, as of September 11,
2001, what was the status of "box cutters" as contraband/prohibited items
(ACSSP, Appendix I, Dangerous or Deadly Weapons Guidelines)? Was there or
could there have been a difference between the FAA's requirements under the
ACSSP and a carrier's passenger screening requirements? Could there have been
differences between carriers' passenger screening requirements so that "box
cutters" were contraband on one carrier and not on another? Would FAA have
known or approved the differences?
".. .At approximately 9:18 a.m., it was reported that the two crew members in the cockpit
were stabbed. The flight then descended with no communication from the flight
crewmembers. The American Airlines FAA Principal Security Inspector (PSI) was
notified by Suzanne Clark of the American Airlines Corporate Headquarters, that an on
board flight attendant contacted the American Airlines Operations Center and informed
that a passenger located in seat 10B shot and killed a passenger in seat 9B at 9:20 a.m.
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The passenger killed was Daniel Lewin, shot by passenger Satam Al Suqami. One bullet
was reported to have been fired...."
FAA subsequently stated that the reference to a gun onboard AAL Flight 11 was
erroneous. What is your recollection of the issue? Would it surprise you, given the
effectiveness of the aviation security system on September 11th, that in addition to box
cutters, a gun could have been brought onboard?
6. In your opinion, was the introduction of weapons onto the four hijacked
flights a result of flaws in FAA regulations, air carrier security plans, screener
performance, some combination, or other factors? Given your experience in
terrorism/counterterrorism operations, would the deterrent factor of the possibility
of Federal Air Marshals aboard made a difference in the operational planning
decisions to conduct or how to conduct the events of September 11th?
8. Prior to 9/11, did the FAA consider the possibility that a plane could be
used as a weapon? Was there ever a training exercise or publication that
addressed that scenario? If not, why not?
What has changed with respect to civil aviation security policies and procedures since
9/11/01? What further improvements are needed (including consideration of arming
commercial aviation and other pilots; "trusted traveler" and "trusted shipper" programs;
CAPPS II and other individual profiling systems; background checks on transportation
employees; missile defense for civilian aircraft; and regulation of flight schools)?
1. Have the witnesses explain their view of the state of the aviation security
system now compared to 9/11 and in terms of the transfer of jurisdiction from
DoT to DHS?
2. Have the witnesses provide their view on the greatest threats to aviation
security in the future?
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3. Have the witnesses provide their recommendations on what specific steps
we should take to improve aviation security.
4. Have the witnesses describe how we should assess risk, and recommend
what criteria should be utilized to assess security initiatives.
5. Have each witness describe his/her vision for the future and about how to
create a layered, tf&amkss aviation security system that works.
2. What is the status, and your evaluation, of the following specific aviation
security laws or proposals:
c. CAPPS II
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balanced with respect to these threats? What role do you think research and
development efforts will play in responding to these threats?
6. Current law requires TSA to remain intact for two years but allows the
agency to be restructured after that time. What, if any, restructuring options are
currently being considered, and why? What restructuring options should be
considered?
What is your evaluation of the GAO analysis? What is TSA currently doing to address
each of these challenges? What more remains to be done?
8. TSA's management of the new screening system has been much discussed
of late in both the Congress and the news media. Please tell the Commission
about the current status of TSA background checks for TSA screeners. News
accounts indicate that over 20,000 of your 55,000 screeners have not received
completed background checks. Are these reports accurate? If so, why is this the
case? When do you intend to complete these background checks?
10. What is the status of the memoranda of agreement that TSA has been
pursuing in order to facilitate cooperation and coordination with the various
transportation modal agencies?
11. Because of time constraints, please supply the Commission with written
responses to the following series of questions:
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a. Compare and contrast the current system of passenger and baggage
screening with the one it replaced in terms of hiring standards, background
checks, training, equipment, supervision and performance measurement.
MG O.K. Steele (ret.), former Associate Administrator for Civil Aviation Security
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2. During 1991, you established the "Red Team" and took steps to strengthen
the Federal Air Marshal Program. Why did you take those actions? What were
factors that impacted the scope and implementation of those initiatives? Did you
consider expanding the FAM program to cover domestic flights? If not, why?
What actions did you take to close the gap between "Red Team" findings and
FAA's normal testing program? Please share with the Commission your
understanding of the current status of the "Red Team" approach and the Air
Marshal Program.
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d. The Congress should require criminal background checks for all
airport facilities. The legislation should identify certain criminal records
that indicate a potential security risk and enable airport operators to deny
employment on that basis.
e. The FAA must begin to develop stronger security measures for
controls over checked baggage, controls over persons with access to
aircraft, testing of security systems, the use of modern x-ray equipment,
and the prescreening of passengers.
f. The FAA must take the lead in stressing the role of human factors
in the security equation; training must be improved.
1. What do you believe will be the most serious threats to aviation security in
the future, and how can we be proactive in identifying and addressing these
threats to prevent an incident, rather than responding after one occurs?
3. Given that there is no such thing as a perfect security system, and a certain
amount of risk is always present despite our best efforts, particularly in a free and
mobile society, how do we balance the imperative of effective security with the
public desire for efficiency, cost-effectiveness and reasonable levels of
convenience?
4. What can the public do to play its rightful role in helping keep our aviation
system secure?
5. How can the cost of improving security at our nation's airports through the
acquisition of new or additional screening equipment, modifications to airport
structures to accommodate new security procedures, and the fortification to
airport perimeters and access to secure areas be balanced against tight budget
constraints?
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11 years later on September 11, 2001. For each, please indicate what was done
back in the early 1990s, and your assessment of what has been done thereafter,
both before and after September 11, 2001:
a. The Commission finds that the U.S. civil aviation security system
is seriously flawed and has failed to provide the proper level of protection
for the traveling public. The system needs major reform.
b. The Commission finds the Federal Aviation Administration to be a
reactive agency - preoccupied with responses to events to the exclusion of
adequate contingency planning in anticipation of future threats.
c. The FAA should seek the assistance of the FBI in making a
thorough assessment of the current and potential threat to the domestic air
transportation system.
d. The Congress should require criminal background checks for all
airport facilities. The legislation should identify certain criminal records
that indicate a potential security risk and enable airport operators to deny
employment on that basis.
e. The FAA must begin to develop stronger security measures for
controls over checked baggage, controls over persons with access to
aircraft, testing of security systems, the use of modern x-ray equipment,
and the prescreening of passengers.
f. The FAA must take the lead in stressing the role of human factors
in the security equation; training must be improved.
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