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I don't know what to say... What a fucking idiot! Not one plane, but 9! Hahahaha - another reason CATSA/TSA is a huge waste of our money!Nine American Eagle airplanes were grounded Tuesday after a TSA inspector, conducting an overnight security check, used sensitive instrument probes to climb onto the parked aircraft at Chicago's O'Hare Airport, aviation sources tell ABCNews.com.
"Our inspector was following routine procedure for securing the aircraft that were on the tarmac," Montenegro told ABCNews.com.
Inspecting Airplanes on the Ramp—The Role of the Canada Border Services Agency (CBSA)
by the Technical and National Programs Division, Standards, Civil Aviation, Transport Canada
Have you ever noticed people, other than your co-workers, around an aircraft, looking in wheel wells and opening all the access panels, and wondered who they were? Did you get very protective of your company’s property all of a sudden? You were probably surprised to find these individuals examining an airplane you are responsible for. You may be the aircraft maintenance engineer (AME) who has to attest for the condition of the airplane, and you certainly should be concerned that others have access to it. In this respect, you are putting your own professional reputation on the line, as well as that of the approved maintenance organization (AMO) for which you work. After all, company procedures and policies in the maintenance control manual (MCM) or maintenance policy manual (MPM) have to be followed, and it’s your job to ensure that they are.
The Canadian aviation industry is recognized for a high level of maintenance standards. A major contributor to this is the requirement to have an approved maintenance program and a professional calibre of people performing the maintenance. Consequently, when a maintenance crew encounters an unknown person around the aircraft, it is their responsibility to find out who the individual is, and under what authority they are there.
More than likely, the individual is legitimate and will have official credentials to explain their presence. Authorized personnel, such as Border Services Officers (BSO) (formerly called Customs Officers), will be able to show you their official credentials. In order to perform their job effectively, they must have unfettered access to the aircraft. To explain this, it is important to remember that they are working with the best interest of the Canadian public in mind. Their role is to look for hidden narcotics and other such contraband, or smuggled goods that can also jeopardize the safety of the aircraft, due to where they are hidden. Their inspection activities are very much a joint effort with the aviation industry to enhance border security, combat organized crime and terrorism, increase awareness of customs-compliance issues, and help detect and prevent contraband smuggling.
A closer look at their inspection practices highlights how this is accomplished. The CBSA uses a variety of technologies and initiatives to detect contraband and prohibited or restricted goods. They share information from their independent inspections and encourage the industry to do the same. Often, AMEs are faced with a situation where contraband is discovered and is turned over to BSOs. Conversely, BSOs may encounter aircraft components in need of adjustment or repair, and can pass this information along to the maintenance personnel.
Any aircraft on an inbound flight from a foreign departure point may be subject to inspection by customs. The CBSA selects aircraft for inspection based on a risk-management approach, focusing on flights that represent the highest level of risk. When BSOs are going to perform an inspection, they make every effort to notify the aircraft operator in advance, through its dispatch centre. When they perform a ramp inspection, they open exterior access panels that have “quick-release” style fasteners or interior panels with quick-release or screw fasteners. Should the officers wish to open other panels, they are instructed to seek the assistance of an AME. Upon the completion of the BSOs’ inspection, the team leader documents their actions, listing any panels that were removed for access, and all areas that were inspected. The inspection report is left with the airline representative or, if no one is available, in the flight deck. With this information available, maintenance staff can verify that everything has been properly secured, or they can reopen the listed panels to look inside for themselves, and close them again for personal satisfaction that there are no mechanical infringements and the maintenance documentation requirements have been met. If an airline or their maintenance organization has concerns about an inspection, they should contact the local CBSA airport office to address them in a timely manner.
CBSA inspectors play a vital role on behalf of the Canadian public. Their officers are well trained and make every effort to work in conjunction with the airlines to ensure their activities do not jeopardize safety.
Occasionally, CBSA activities may cause delays—but not always. In some cases, things such as short turn around times, gate changes, late arrivals, and bad weather can mean it takes them a bit longer than everyone would prefer. Often, BSOs encounter problems in the inspection process, or they actually find something that wasn’t supposed to be there. A delay is unfortunate, but they still require time to do their job properly and cautiously.
The CBSA has an important job to perform. There is no argument that their work is valuable, and that their presence on the ramp is a valid element in airline operations. However, in most cases, there is no consideration or leeway in the dispatch process provided to the CBSA to account for this unscheduled ramp activity. That means that, to a certain extent, the CBSA relies on co-operation with the airline to get the aircraft for their inspection, even though they have legislated authority in that respect.
Over the past few years, members of the various airlines, associated maintenance organizations, and the CBSA have been working together to develop standardized procedures for alerting the airlines of a pending inspection, the inspection process, and the paperwork that provides notification of the work and any panels disturbed. This has been a joint effort with complete buy-in by all interested parties. Transport Canada (TC) was involved as a key partner to ensure that the aviation regulations were taken into consideration, and that overall safety was not compromised. The combined process of aircraft inspections promotes “watching together” and “working together” concepts for all parties, and heightens awareness of the intricate systems and co-ordinated efforts required to get all things done, while limiting inconvenience for the average traveller.
On a regular basis, the CBSA discovers and confiscates drugs, arms shipments and contraband commodities. Their activities not only contribute to making Canada safer, but they also enhance aviation safety. They work proactively, at all times of the day and night, to perform their duties. Their work habits parallel those of the AME. So the next time you see a CBSA officer around your aircraft, work with them so they can do their jobs with minimal disruption. To learn more about the CBSA, visit http://www.cbsa-asfc.gc.ca.
On August 19 a Transportation Security Inspector (TSI) was conducting a routine compliance inspection on aircraft parked on the airfield at Chicago’s O’Hare Airport (ORD). The TSI inspected nine American Eagle aircraft to look for and test, among other things, access vulnerabilities or areas were someone with ill intent could gain access to the aircraft.
Aircraft operators are required to secure each aircraft when left unattended. The TSIs are encouraged to look for and follow through on vulnerabilities. During the inspection process at ORD the Inspector used a Total Air Temperature (TAT) probe – a probe that protrudes from the side of the aircraft that is used to measure outside air temperature – to pull himself up while investigating possible access vulnerabilities with the unattended aircraft.
The Inspector was following through on regulatory inspection activity. The Inspector was able to gain access to the interior of seven of the nine aircraft inspected, which is an apparent violation of the airline’s security program. TSA is reviewing the inspection results and depending on the conclusion, could take action with the airline, up to and including levying of civil penalties.
While the inspection process is a vital layer of aviation security, it is not TSA’s intent to cause delays or potential damage to aircraft as a result of our inspections. TSA took immediate steps to re-enforce education about sensitive equipment located on the exterior of a plane.
I know what you meanFamilyGuy wrote:Maybe the TSA folks are secret Al Quada operatives trying to cause panic with rampant T/O crashes...
Last time I went through "security" I had a REALLY hard time understaning the "security agent" if you know what I mean
Cool. Maybe he'll use a pitot tube, or something else equally useless next time to 'pull himself up'.During the inspection process at ORD the Inspector used a Total Air Temperature (TAT) probe – a probe that protrudes from the side of the aircraft that is used to measure outside air temperature – to pull himself up while investigating possible access vulnerabilities
Dang, you stole my idea.oldtimer wrote:If the airplane is parked overnight and the GPU is plugged in, leave the pitot heat on. Then check n the morning for burned hands and shoes.
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