ReStart Default Rules No Rules Prior to uploading your file, set your report options. Also check the rules and modify them as desired.       Stop Now

This tool is a broad document mining tool. It can be used on any document 1. select browse, go to z-cassbeth/gda/documents 2. pick any.txt document 3. select a service and a rule, press submit 4. go thru each service and rule one at a time 5. select browse, pick another document 6. compare the results 7. update and create new rules and templates . . . These template instructions are user defined.

Book Information

Analysis Settings Hide

Report Areas Hide Analysis Results Accessed Words Accessed Patterns Metrics

Doc Shape Reading Level Comments

Services and Rules

Template Comments FAA History Analysis

General Search
Find Duplicate Objects
Profile Document
Topics of Interest Show Search Show Simple Rules Show Complex Rules

. . .

Automation Computer Install SAGE STARS Software NAFEC Research AAS Beacon RADAR Hijack Restricted Areas ADIZ Air Defense Terrorist NAS Stage A Curtis Report Design Competition Startup Shutdown

Decades
Organizations
Overall Reaction
Approach
FAA Systems Services
Predecessors

Add New Service Name Remove Last Service: Predecessors

Analysis Results Hide

Filter case sensitive
Access Object Reject Object Access Risk

Show Comment Details Hide All Comments Hide Checked Items Save Results . File

Removed old doc file: 0 Removed old tmp file: 1 Removed old html file: 1 You have uploaded a .txt file. There should be one complete sentence per line in the text file. If your sentences have multiple forced line breaks select, select the parse text option and upload the file again. Alternatively clean up your text file using an editor by removing spaces and extra line breaks.

1. GDA-786 May 1, 1961: The first series of aircraft hijackings in the U.S. began when a passenger on a flight to Key West, Fla., forced the pilot to fly to Cuba. Four other "skyjacking" incidents took place before the end of Aug. In concert with other agencies, FAA actively supported congressional efforts to remedy a lack of criminal laws applicable to these and other threats to air safety. On Sep 5, President Kennedy signed Public Law 87-197, an amendment to the Federal Aviation Act of 1958. The law prescribed death or imprisonment for not less than 20 years for interference with aircrew members or flight attendants in the performance of their duties. Pertinent parts of the U.S. Code were made applicable to certain other crimes aboard aircraft in flight. To help enforce the act, a special corps of FAA safety inspectors were trained for duty aboard airline flights (see Aug 10, 1961). .

2. GDA-891 Sep 14, 1963: The Convention on Offenses and Certain Other Acts Committed on Board Aircraft (known as the Tokyo Convention) was opened for signature at a diplomatic conference held under the auspices of the International Civil Aviation Organization (ICAO). AN FAA official representing President Kennedy signed the document on behalf of the United States. The Legal Committee of ICAO had spent many years drafting the convention, which clarified certain jurisdictional issues concerning hijacked aircraft, and recognized the authority of aircraft commanders to use reasonable force to preserve law and order aboard their aircraft. The agreement also obligated signatory nations in which a hijacked aircraft might land to restore that aircraft to its lawful commander and to permit passengers and crew to continue their journey as soon as possible. The convention was to become effective 90 days after the twelfth signatory state deposited its instrument of ratification. (See Dec 4, 1969.) .

3. GDA-1138 Feb 21, 1968: A sustained wave of U.S. air carrier hijackings began when a fugitive aboard a Delta Air Lines DC-8 forced the pilot to divert to Havana. By Jul 17, four more U.S. airliners had been diverted to the same destination. On Jul 19, FAA announced that specially trained FAA safety inspectors ("sky marshals") had begun boarding Florida-bound airline flights (see Aug 10, 1961, and Oct 28, 1970). The inspectors, sworn in as deputy U.S. marshals after being trained at the U.S. Border Patrol Academy, were generally assigned to flights on a random, unannounced basis. Hijackings continued, however, and a total of twelve airliners and six general aviation aircraft were diverted to Cuba during 1968. (See Jan 1969.) .

4. GDA-1195 Jan, 1969: Eight U.S. airliners were hijacked to Cuba during the month (see Feb 21, 1968). In February, FAA created an eight-man Task Force on the Deterrence of Air Piracy that combined a broad spectrum of expertise under the leadership of the Deputy Federal Air Surgeon (see Aug 3, 1970). Systematic study by the Task Force revealed that a hijacker "profile" could be constructed from behavioral characteristics shared by past perpetrators. When used in conjunction with a magnetometer weapons-screening device developed by the agency, the profile system offered a promising method of preventing potential hijackers from boarding aircraft. On Oct 15, FAA announced that Eastern Air Lines was using the system at several key locations. By Jun 15, 1970, four U.S. air carriers were employing the system. (See Jul 17, 1970.) Feb 4, 1969: The XB-70 supersonic research aircraft made its final flight, from Edwards AFB, Calif., to Wright-Patterson AFB, Ohio, where it was placed on exhibit in the Air Force Museum. (See Mar 25, 1967.) .

5. GDA-1231 Aug 29, 1969: In the first hijacking of a U.S. aircraft outside of the Western Hemisphere, two Arabs seized control of a TWA 707 bound for Israel and diverted it to Syria, where they deplaned the occupants and then threw hand grenades into the cockpit area (see Calendar Year 1969). .

6. GDA-1238 Oct 31, 1969: Rafael Minichiello, a U.S. Marine absent without leave, commandeered a TWA 707 bound for San Francisco and embarked on a 17-hour journey that ended in Rome, Italy. The first hijacker to force a crew to land and refuel repeatedly, Minichiello received worldwide publicity that included some sympathetic coverage (see Calendar Year 1969). .

7. GDA-1244 Dec 4, 1969: Dulles International Airport banned student pilot operations because of the rising traffic volume at the airport. Dec 4, 1969: The Convention on Offences and Certain Other Acts Committed on Board Aircraft, popularly known as the Tokyo Convention, went into force among ratifying countries. The United States had ratified the agreement on Sep 5, 1969, completing the 12 ratifications required to bring it into force 90 days later. Though ineffectual against the hijacking of aircraft to nonsignatory or nonratifying countries, the convention was a forward step in its clarifying of jurisdiction over crimes aboard aircraft anywhere in the world. It afforded a useful framework within which an international or diplomatic solution to aircraft piracy could be pursued. Denmark, the Republic of China, Italy, Norway, the Philippines, Portugal, Sweden, the United Kingdom, the Republic of Upper Volta, Mexico, and Niger ratified the convention before the United States. A dozen more countries ratified the convention soon after the United States and over 130 eventually became party to it. (See Sep 14, 1963, and Oct 14, 1970.) .

8. GDA-1245 Dec 5, 1969: The Legal Committee of the United Nations General Assembly voted a resolution urging governments to prosecute aircraft hijackers, and urged member states without laws against aircraft piracy to enact such legislation. .

9. GDA-1252 Calendar year, 1969: Worldwide concern focused on hijacking as the number of aircraft involved in such incidents during the year totaled 87, as compared to 37 for 1968. The number of U.S. aircraft involved was 40, as compared to 47 foreign aircraft. (In 1968, 22 out of a total of 35 incidents involved U.S. aircraft.) Cuba remained the most popular destination for hijackers during 1969: 31 U.S. and 25 foreign air carrier aircraft, as well as one foreign general aviation aircraft, were forced to land there. But the year also saw a break in the diversion-to-Cuba pattern when 11 foreign and 2 U.S. air carrier aircraft were forced to land in other countries. (See Aug 29 and Oct 31, 1969.) For U.S. aircraft, the only previous hijacking completed to a destination other than Cuba had been an Aug 31, 1965, incident in which an airliner was forced to return to Honolulu shortly after takeoff. 1960s: The number of U.S. civil aircraft possessing current airworthiness certificates increased 89 percent during the decade, from 70,747 on Dec 31, 1959, to 133,814 on Dec 31, 1969. The general aviation fleet increased 90 percent (from 68,727 to 130,806), while air carrier aircraft increased 49 percent (from 2,020 to 3,008). .

10. GDA-1270 Mar 17, 1970: The first death in a domestic U.S. aircraft hijacking incident occurred when a hijacker shot and killed the copilot on an Eastern Air Lines shuttle (Newark-Boston). Although fatally wounded, the copilot still managed to shoot and severely wound the hijacker with the latter's gun. The aircraft's captain, himself wounded in both arms, landed his DC-9 safely in Boston. .

11. GDA-1310 Jul 17, 1970: New Orleans' Moisant International Airport became the first U.S. airport to subject all passengers to the FAA-developed antihijacking screening system. (See Jan 1969.) The system was based on a behavioral profile used in conjunction with weapons detection by magnatometer. If a person identified by the system as a possible risk did not satisfactorily resolve the question with airline personnel, he was further investigated by a U.S. marshal or deputy marshal. Previously, individual airlines had used the system only on selected flights. (See Feb 2, 1972.) .

12. GDA-1311 Jul 31, 1970: FAA issued to Pan American World Airways the first aviation war risk insurance premium policy under a new coverage plan. Previously, FAA's only war risk insurance for which a premium was charged was a standby plan that would make coverage available in the event of war between major powers (see Jun 14, 1951). The new plan was offered in response to the entry into airline service of the Boeing 747. Because of the high cost of this aircraft (some $24 million), commercial insurers would cover only about 60 percent of its value. FAA's new policy covered war risks for the commercially uninsurable portion of Boeing 747s flying international routes, and was later expanded to cover the aircraft's whole value. On Feb 4, 1971, FAA transferred the responsibility for administering the aviation war risk insurance program from its General Counsel to the Assistant Administrator for International Aviation Affairs. In Nov 1977, Public Law 95-163 expanded the scope of insurable risks to allow the FAA Administrator broad discretionary authority in extraordinary circumstances to insure air services deemed in the national interest. On Feb 4, 1984, the aviation insurance program was transferred from the Office of International Aviation to the Office of Aviation Policy and Plans. In 1992, legislation further expanded the scope of the program by allowing coverage for some domestic flight segments and certain services in direct support of flight operations. In addition to the 747 coverage mentioned above, examples of uses of the aviation insurance program have included both premium and non-premium coverage of: flights in the Vietnam area during 1967-75; Middle East flights during the 1990-91 Operation Desert Shield/Storm; and flights to Somalia in support of Operation Restore Hope in 1992-93. Aug 2, 1970: The first hijacking of a wide-bodied airliner occurred as a Pan American 747 bound from New York to San Juan with 388 passengers was diverted to Havana. .

13. GDA-1312 Aug 3, 1970: FAA renamed its Office of Investigations and Security the Office of Air Transportation Security. At the same time, the agency established an Air Operations Security Division within the new office and gave it responsibility for dealing with hijacking security, bomb threats, aircraft and cargo security, and for developing and implementing deterrent systems for the prevention of criminal acts against air transportation. (See Nov 18, 1969 and Jun 11, 1974.) On Jun 15, 1970, the Secretary of Transportation had announced that the nine-member Task Force on the Deterrence of Air Piracy would be replaced by a permanent organizational component staffed with full-time specialists to deal not only with aircraft piracy, but also with sabotage and all other air transportation security problems (see Jan 1969). .

14. GDA-1319 Sep 6-9, 1970: Members of the Popular Front for the Liberation of Palestine hijacked four airliners over Europe, blew them up, and held many passengers hostage. The hijackers originally planned to seize two Israeli, one Swiss, and one U.S. aircraft, and take the planes to a level stretch of Jordanian desert dubbed "Revolution Airstrip." The plan failed insofar as the Israeli aircraft were concerned. Front members were refused admittance to one of them, whereupon they hijacked a U.S. flight. When they learned that the wide-body jet was too large to land at Revolution Airstrip, they ordered it to Cairo, where they blew it up after deplaning its occupants. Front members succeeded in boarding the other Israeli airliner, but their hijacking attempt was foiled in flight. One hijacker was killed and another arrested by British authorities when the plane landed in London. The part of the original plan involving U.S. and Swiss airliners succeeded, and on Sep 6 these aircraft landed at Revolution Airstrip with all passengers. To gain bargaining power for the release of their member arrested in London, the Front hijacked a British airliner and forced it to land at Revolution Airstrip on Sep 9. The Front blew up the three empty airliners on Sep 12. All hostages except six were freed on Sep 27. Those six were freed two days later, in return for the release of the hijacker under arrest in London and six other Front members held by the Swiss and West Germans. .

15. GDA-1321 Sep 11, 1970: President Nixon announced a comprehensive antihijacking program that called for: * The U.S. government to place specially trained, armed guards on American commercial airline flights. * Extending, under DOT auspices, the use of electronic and other surveillance techniques by U.S. flag carriers to all gateway airports in the U.S., and in other countries wherever possible. * Accelerated efforts by Federal agencies to develop security measures, including new methods for detecting weapons and explosives devices. * The State Department and other appropriate agencies to consult foreign governments and foreign carriers on antihijacking techniques. * All countries to accept the multilateral convention (to be considered at a conference held under the auspices of the International Civil Aviation Organization) providing for extradition or punishment of hijackers. .

16. GDA-1322 In addition, the President called on the international community to suspend airline service to countries refusing to extradite or punish hijackers involved in international blackmail. He stated that it was U.S. policy to hold nations in which a hijacked plane landed responsible for appropriate steps to protect the lives and property of U.S. citizens. (See Sep 21, 1970, Oct 28, 1970, and Sep 23, 1971.) .

17. GDA-1323 Sep 21, 1970: The Department of Transportation announced the appointment of Lt. Gen. Benjamin O. Davis, Jr. (USAF-Ret), as Director of Civil Aviation Security for DOT. Davis advised the Secretary of Transportation on the Department's antihijacking program and coordinated the functions of the airport and airborne security force, composed of components from the Departments of Defense, Justice, Transportation, and Treasury, and other government agencies. (See Sep 11, 1970.) .

18. GDA-1324 Sep 25, 1970: The Departments of Justice and Transportation signed a memorandum of understanding dividing responsibilities for responding to hijackings. The FBI had jurisdiction when an aircraft was neither airborne nor moving on the runway for purposes of takeoff or landing. The pilot retained command at other times, and FAA's recommendations to him had precedence. A further agreement in Dec 1971 assigned the pilot the responsibility of signaling whether the aircraft should be disabled or stormed. On Feb 26, 1975, FAA and the FBI signed a new memorandum of understanding governing responsibilities during a hijacking. Following guidelines provided by the Anti-Hijacking Act of Aug 5, 1974 (see that date), the new agreement extended FAA jurisdiction to include the period from the closing of all external doors following embarkation until the opening of one such door for disembarkation. Both the FAA and the FBI agreed to fully consider each other's views, as well as the views of the airline and the pilot in command, before initiating law enforcement action. .

19. GDA-1337 Dec 16, 1970: The U.S. and 49 other nations signed the Convention for the Suppression of Unlawful Seizure of Aircraft (known as The Hague or Hijacking Convention) at a diplomatic conference held under the auspices of the International Civil Aviation Organization. The U.S. was an active participant in developing the convention, which declared the hijacking of civil aircraft to be an offense punishable by severe penalties. The convention obligated contracting states to extradite hijackers or to submit their cases to prosecutorial authorities. The U.S. Senate approved ratification on Sep 8, 1971, and the U.S. deposited its instruments of ratification on Sep 14. This completed the 10 ratifications needed to bring the convention into force among ratifying states 30 days later, and it became effective on Oct 14, 1971. Signatories to the convention depositing instruments of ratification before the U.S. were Japan, Bulgaria, Sweden, Costa Rica, Gabon, Hungary, Israel, Norway, and Switzerland. .

20. GDA-1366 May 14, 1971: In United States v. Lopez, the United States District Court for the Eastern District of New York declared FAA's antihijacking profile system constitutional (see Jul 17, 1970). The court found that the system had provided the "reasonable suspicion" required to justify a personal search. On another key point, that of the characteristics contained in the profile for identifying potential hijackers, the Court said that careful adherence to the absolute objectivity and neutrality of the system as designed would avoid discrimination on the basis of religion, origin, race, or political views. The case arose when two men preparing to board a New York-San Juan flight were arrested and charged with concealing a packet of narcotics. Charges against one of the men were dropped. The other man--the defendant in this case--was acquitted on a motion to suppress the evidence, which the court found had been gathered outside the government's system to deter and apprehend hijackers. .

21. GDA-1371 Jun 12, 1971: The first passenger death in a domestic hijacking incident occurred on a TWA aircraft bound from Albuquerque to New York. The hijacker had forced his way aboard the Boeing 727 aircraft during a scheduled stop at Chicago's O'Hare International Airport, seized a stewardess, and demanded to be flown to Vietnam. The passenger was killed attempting to aid the stewardess. When the medium-range aircraft landed at New York's Kennedy International Airport for substitution of a long-range aircraft, the hijacker was wounded and arrested. (See Mar 17, 1970.) .

22. GDA-1396 Nov 24, 1971: The first in a series of hijackings involving extortion occurred when a passenger on a flight from Portland to Seattle successfully demanded $200,000 and four parachutes, then parachuted from the rear stairway of the Boeing 727. The hijacker--who used the name Dan Cooper, but became known as D.B. Cooper in the press--was never found. (In Feb 1980, however, tattered bills from his loot were discovered along the Columbia River in Washington.) Another incident involving a demand for ransom and parachutes occurred on Dec 24, 1971, and 17 more extortion attempts on U.S. air carriers were made during the next 6 months. (See Mar 7-9, 1972.) .

23. GDA-1408 Feb 2, 1972: FAA published a rule requiring scheduled air carriers and certain commercial operators of large aircraft to implement a passenger and baggage screening system acceptable to the Administrator before Feb 6, 1972 (see Jul 17, 1970, and Mar 7-9, 1972). The agency stated its opinion that the "simple and inexpensive" system used by some carriers would have prevented the majority of recent hijackings if used to the fullest extent possible (see Jan 1969). On the same day, at FAA request, the Federal Communications Commission issued a notice which informed broadcasters and FCC licensees that the Communications Act of 1934 prohibited unauthorized broadcast of FAA air-to-ground communications. This action followed instances in which FAA's communications were monitored and rebroadcast, seriously hampering FAA's efforts to control aerial piracy. .

24. GDA-1413 Mar 7-9, 1972: Sabotage incidents prompted new security measures. On Mar 7, a bomb planted as part of an extortion plot against Trans World Airlines was discovered and defused aboard an airliner at New York's Kennedy Airport. On Mar 9, another bomb damaged a TWA airliner parked at Las Vegas, and a third was found aboard a United Air Lines jet at Seattle. That same day, President Nixon ordered into immediate effect an FAA rule published on Mar 7 that had required scheduled air carriers and certain commercial operators of large aircraft to submit written security programs no later than Jun 5, 1972. The President's directive required the airlines to implement their programs immediately, and to submit them for formal approval by May 8. The programs were to prevent or deter unauthorized persons, baggage, or cargo from entering the carrier's aircraft, and were to include the procedures the carrier intended to use in the mandatory passenger screening system (see Feb 2, 1972). The rule also specified certain procedures to be followed in the event of a bomb or air piracy threat. On Mar 9, the President also ordered that new security rules for airport operators be expedited. On Mar 18, 1972, FAA published a rule applicable to operators of airports regularly served by air carriers using large aircraft. Such operators were required to take prescribed actions to prevent or deter unauthorized access to designated air operations areas, and to submit written security programs for FAA approval by Jun 16, 1972. (See Jan 3, 1989.) On Mar 15, a cabinet-level task force formed by President Nixon and chaired by Transportation Secretary Volpe approved the following steps: * Increased personnel for FAA's Security Task Force. * Deployment of sky marshals from airborne duty to posts at major airports. * Increased research and development funding for weapons and explosives detection systems. * Use of trained dogs for detection of explosives at major airports and the training of additional dogs. * Expedited prosecution of extortion and hijacking suspects. .

25. GDA-1422 Jun 19, 1972: A 24-hour worldwide stoppage of airline traffic declared by the International Federation of Air Line Pilots Associations took place. This action, intended to dramatize the need for sterner measures against hijackers, brought to a standstill domestic and international airline operations in more than 30 countries. The strike officially began at 2:00 a.m. (EST) and was supported by more than 40 of the Federation's 64 units in 62 countries; in the United States, however, following a Federal restraining order on Jun 18, only 10 percent of the Air Line Pilots Association's members joined in the job action. In addition, pilots in Australia, Japan, the Philippines, and most Arab and Communist countries refused to participate in the protest. .

26. GDA-1433 Sep 15, 1972: A 17-nation anti-hijacking conference sponsored by the Legal Subcommittee of the International Civil Aviation Organization was concluded. The conference, convened in response to the persisting high incidence of aircraft hijackings during 1972, had attempted to draw up a treaty imposing economic sanctions against those nations that provided havens to aircraft hijackers and saboteurs. The failure to agree on a draft resolution cosponsored by the U.S. and Canada, however, brought the meeting to an end. .

27. GDA-1439 Oct 29, 1972: Four fugitives killed a ticket agent and hijacked an Eastern Air Lines Boeing 727 at Houston, Tex., and forced it to fly to Cuba. This was followed by an even more sensational incident on Nov 10-12 when three wanted criminals hijacked a Southern Airways DC-9 at Birmingham, Ala. During the following 29 hours, they flew to: Jackson, Miss.; Cleveland, Ohio; Toronto, Ont.; Lexington, Ky.; Chattanooga, Tenn.; Havana, Cuba; Key West, Fla.; and Orlando, Fla. In a desperate attempt to keep the DC-9 on the ground at Orlando, FBI agents shot out its tires. The hijackers responded by seriously wounding the copilot and ordering a takeoff. The pilot succeeded in clearing the runway and making a second and final landing in Havana. The four hijackers were initially imprisoned in Cuba, but were released. U.S. officials subsequently arrested all four, the last being sentenced in 1994. This incident contributed directly to issuance of an anti-hijacking rule (see Dec 5, 1972), and to negotiation of a hijacking agreement between the Nixon Administration and Cuba (see Feb 15, 1973). .

28. GDA-1442 Dec 5, 1972: A landmark FAA antihijacking emergency rule issued this date required U.S. air carriers, beginning on Jan 5, 1973, to inspect all carry-on baggage for weapons or other dangerous objects and scan each passenger with a metal detector (magnetometer) before boarding or, if a detector was not available, conduct a physical search, or pat down. (See Aug 5, 1974.) If a passenger refused to consent to a search, he or she would not be permitted to board. The rule further required, beginning on Feb 5, 1973, that the nation's 531 air carrier airports have a law enforcement officer in the boarding area during the screening and boarding process. The critical difference between this rule and previous antihijacking measures was the universality of the new regulation. Previously, FAA had required air carriers to conduct a weapons scan of only those passengers who fitted a hijacker profile--about one percent of the 500,000 passengers boarding airliners daily. (See Oct 29, 1972.) .

29. GDA-1456 Feb 15, 1973: The United States and Cuba signed an anti-hijacking agreement calling for the two nations to extradite or punish any person "who seizes, removes, appropriates or diverts from its normal route or activities an aircraft or vessel" of one country and takes it to the other. The pact was to run for five years, but Cuba abrogated it on Oct 15, 1976, on grounds of alleged American involvement in the explosion of a Cuban airliner. (See Oct 29, 1972.) .

30. GDA-1490 Dec 17, 1973: Arab terrorists used incendiaries to kill 30 passengers aboard a Pan American airliner at Rome's Leonardo Da Vinci Airport. They then killed a guard, hijacked a Lufthansa jet, murdered a passenger in Greece, and eventually surrendered in Kuwait. .

31. GDA-1493 Calendar year, 1973: Not a single airliner was hijacked in the U.S. in 1973, a record traceable at least in part to the stringent airport security measures implemented early in the year. (See Dec 5, 1972.) .

32. GDA-1512 Aug 5, 1974: President Nixon signed the Anti-Hijacking Act of 1974 into law. Under its provisions, the act: * authorized the President to suspend air transportation between the United States and nations that aided terrorist groups who used the illegal seizure of aircraft as an instrument of policy. * empowered the Secretary of Transportation, with the approval of the Secretary of State, to impose sanctions against the carriers of nations that failed to maintain minimum security standards in the transportation of persons, property, and mail, as required by the Convention on International Civil Aviation. * required air carriers to refuse to carry persons unwilling to submit to personal search, and any article that a passenger did not allow to be inspected. * required FAA to continue in effect passenger and baggage screening procedures (see Dec 5, 1972). * allowed FAA to use, for as long as needed, Federal personnel, including FAA personnel, to supplement state, local, and private law enforcement officers in airport security programs. (In anticipation of this responsibility, FAA had established a new unit, the Civil Aviation Security Service, out of what had been the anti-hijacking and cargo security section of the Office of Air Transportation Security: see Jun 11, 1974.) The passenger screening program and other precautionary measures continued to be effective in combating the hijacking menace. For the second consecutive year (see Calendar year 1973) not one successful hijacking occurred on a scheduled U.S. air carrier aircraft. .

33. GDA-1577 Mar 21, 1976: Effective this date, FAA required foreign air carriers operating large aircraft to and from the United States in scheduled passenger operations to maintain security programs which would insure: that all passengers and property carried aboard their aircraft were subject to effective weapons screening procedures prior to boarding; that there was no unauthorized access to their aircraft; that no unauthorized weapons, bombs, or incendiary devices were carried aboard; that appropriate baggage security measures were in place; and that they were in compliance with the FARs in dealing with bomb threats and threats of hijacking. In addition, each foreign carrier was to provide the FAA Administrator upon his request information on the status of its screening program. In addition, as of Aug 23, 1976, the FAA also required foreign carriers: to deny boarding to passengers refusing to permit their persons or property to be screened for weapons; ensure that their x-ray equipment in use at U.S. airports met minimum U.S. safety and effectiveness standards; and provided that the prohibition against carrying weapons aboard a foreign aircraft would not apply if the weapons, after inspection by the carrier, were in checked baggage and inaccessible to the passenger. .

34. GDA-1597 Sep 10, 1976: The first successful hijacking of a scheduled American air carrier aircraft since comprehensive security measures were instituted on Dec 5, 1972, occurred when five Croatian nationalists commandeered a TWA jetliner en route from New York's La Guardia Airport to Chicago. The hijackers seized the plane by threatening to blow it up with realistic-looking "bombs" they had assembled in a lavatory from an assortment of innocuous objects brought aboard on their persons and in their carry-on luggage. To bolster their deception, they revealed the location of a real bomb in a New York subway locker. That device exploded after removal to a disposal area, killing one policeman. The hijackers demanded that newspapers publish a pro-Croatian manifesto and that aircraft drop leaflets over cities in the U.S., Canada, England, and France. This was complied with, and the hijackers eventually surrendered in France. .

35. GDA-1665 Jul 17, 1978: At an economic summit conference in Bonn, the leaders of United States, West Germany, France, Great Britain, Japan, Canada, and Italy announced a joint resolution to isolate from international air traffic all countries harboring air hijackers. In the resolution, they stated their intent to stop all flights to any country that refused to extradite or prosecute those who have hijacked an aircraft and/or failed to return such an aircraft. The resolution also called for a ban on incoming flights from an offending nation, as well as a ban on any traffic to it by airlines of participating countries. The conferees informally agreed to make no exceptions, not even for persons escaping from totalitarian governments. Diplomatic efforts were begun to gain the agreement of as many other countries as possible. The Bonn Resolution followed the doubling of hijacking attempts throughout the world in 1977 -- the death toll in hijackings for that year was 129 persons. In Dec, a Malaysian Airlines Boeing 737 crashed after being hijacked, killing all 100 persons aboard. The most spectacular incident of 1977, however, was the five-day odyssey of a Lufthansa B-737 hijacked in Oct over the Mediterranean and flown to various places in the Near East. The hijackers murdered the pilot, and later, in Somalia, threatened to massacre the other 86 people on board. Just 90 minutes before their deadline, West German commandos stormed the aircraft and rescued all the hostages. After this episode, the International Federation of Air Line Pilots threatened a two-day international pilots' strike unless the United Nations took immediate action on air piracy. In Dec, the Flight Engineers International Association urged extradition or prosecution of hijackers held in four countries. .

36. GDA-1666 Jul 25, 1978: A new FAA regulation extended to both domestic and international charter operations security screening procedures long in effect for scheduled airlines. Although no charter aircraft operating from American airports had ever been hijacked, FAA took this action in response to two recent developments: the worldwide increase in hijacking attempts (see Jul 17, 1978), and rulings of CAB that relaxed many of the regulations that governed charter operations. The old requirement that only "affinity" groups could qualify for reduced charter fares had heretofore been regarded as a protection against hijackers, but that was among the rules no longer applied by CAB. .

37. GDA-1683 Calendar year, 1978: Aircraft of U.S. registry experienced eight hijacking attempts during 1978--the highest level since the screening of passengers and carry-on luggage was instituted in early 1973. None of the hijackers, however, had been able to slip firearms or explosives through airport screening points. Their claims to have a gun or bomb in their possession proved to be false in every case. The eight hijacking attempts were the most since 1972, when 27 attempts were made, eight of them successful. In the six years since beginning mandatory screening, hijackers had attempted to commandeer U.S. airlines on 25 separate occasions. None involved the smuggling of weapons through a screening point, and only one was successful. .

38. GDA-1717 Jan 25, 1980: Armed with a pistol and pretending to have a bomb, a hijacker who identified himself as a Black Muslim diverted a Delta Airlines L-1011 to Cuba. He demanded to be flown to Iran, but eventually surrendered to Cuban authorities. This was the first U.S. air carrier hijacking in which real weapons or high explosives passed through the passenger screening system since the implementation of strict new airport security measures on Dec 5, 1972 (see that date and Jul 22, 1980). .

39. GDA-1734 Jul 22, 1980: Holding what was reported to be a small handgun to the back of a flight attendant, a man diverted a Delta Air Lines L-1011 to Cuba, beginning a series of hijackings by Cuban refugees who had arrived in the U.S. during the boat lift from the port of Mariel that began in Apr 1980 (see Jan 25, 1980). Mariel refugees returned to their homeland in 10 hijackings between Aug 10 and Sep 17. During the last quarter of 1980, however, no successful "Marielista" hijackings occurred. Factors in this improvement were special FAA security measures, coupled with the immediate return of two hijackers by the Cuban government. The phenomenon continued, however, and one successful Marielista hijacking took place in 1981. During 1982, three airliners were diverted to Cuba by Spanish-speaking men (at least one of whom was a Marielista) using flammable liquid as their weapon. The threat to ignite real or alleged flammable liquid had been used in every successful hijacking to Cuba since Aug 13, 1980. (See May 1, 1983.) .

40. GDA-1755 Jan 30, 1981: FAA announced the adoption of new security rules making commuter aircraft with a seating capacity of 60 or more passengers subject to the same anti-hijacking programs as the aircraft of larger airlines. .

41. GDA-1837 May 1, 1983: A hijacker succeeded in reaching Havana by locking himself in a lavatory during an airline flight and issuing notes threatening to blow up the aircraft. The incident began a renewed upsurge of hijackings to Cuba, many perpetuated by Mariel boat lift refugees (see Jul 22, 1980). By Sep 22, hijackers had diverted 10 additional airliners to Cuba, prompting FAA to increase security measures at airports in selected areas. Hijackings to Cuba began to decline in the last quarter of 1983, although three such diversions took place in 1984. No hijackers succeeded in reaching Cuba from the U.S. during 1985 or 1986. .

42. GDA-1892 Dec 4, 1984: Four Arab hijackers diverted a Kuwait Air A-310 to Iran, where they murdered two American passengers and committed other brutalities while demanding the release of prisoners held in Kuwait. The hijackers released 153 of their hostages in several groups, and Iranian forces freed the remainder when they stormed the aircraft on Dec 9. The hijacking was part of an increase in terrorist seizures of foreign airliners that began in Jun 1984. .

43. GDA-1912 Jun 14, 1985: Two Lebanese Shiite Moslems hijacked a TWA 727 departing Athens and diverted it to Beirut, where additional hijackers joined them. During a two-week confrontation, they demanded the release of Shiite prisoners held by Israel. The hijackers murdered one passenger, a U.S. Navy diver. They released the other 155 hostages (including 39 Americans) in stages, the last being freed on Jun 30. Lebanese authorities held the aircraft in Beirut until Aug 16. The TWA hijacking and an upsurge in Middle East terrorism prompted a series of U.S. actions. Events included: * On Jun 18, President Reagan warned travelers of inadequate security measures at Athens airport. This advisory was lifted on Jul 22, after an FAA inspection found improvements. * On Jun 23, an Air India jet crashed under mysterious circumstances (see entry for this date below). * On Jun 27, Transportation Secretary Dole urged the International Civil Aviation Organization (ICAO) to act immediately to enhance airport security. The ICAO Council met on an accelerated schedule, and on Dec 19 adopted amendments strengthening international security standards and recommended practices. * On Jul 1, the President suspended airline travel between U.S. and Lebanon. * During July, FAA issued an emergency regulatory amendment requiring airlines to carry Federal Air Marshals on certain flights. Eight days later, the agency issued another emergency rule that required airlines to expand security training for crew members and to provide a ground security coordinator and an in-flight security coordinator for every flight. * Between mid-Aug and early Nov, FAA personnel assisted by law enforcement officers from other agencies inspected U.S. air carrier security procedures at 79 foreign airports. * FAA also issued a number of emergency amendments to the agency-approved security programs of both airlines and airport operators. On Aug 8, the President signed the International Security and Development Cooperation Act of 1985. The Act authorized the use of $5 million from the Airport and Airway Trust Fund for research on and development of airport security devices and explosives detection techniques. It also mandated a system for conducting security assessments at foreign airports, and authorized Federal Air Marshals as a permanent FAA workforce. The agency began hiring additional security inspectors and training them to serve as Air Marshals. FAA also reorganized its Office of Civil Aviation Security to reflect its expanded responsibilities under the Act, creating an International Civil Aviation Security Division and an Intelligence Division. (See Aug 5, 1986.) .

44. GDA-1932 Nov 23, 1985: An unusually bloody hijacking began when three men seized control of an Egyptair 737 with 98 persons aboard shortly after takeoff from Athens. In a midair gunfight, one hijacker was killed and an Egyptian security guard and two flight attendants were wounded. The hijackers demanded to fly to Libya or Tunisia, but agreed to refuel at Malta. In an attempt to force Maltese authorities to supply the fuel, the hijackers shot five hostages, killing two of them, including an American woman. After 22 hours of negotiation, an Egyptian military force stormed the plane. During the rescue action, 57 persons were killed and about 30 others injured. .

45. GDA-1936 Dec 27, 1985: Near-simultaneous Arab terrorist attacks on airports in Rome and Vienna caused the death of 20 persons, including four of the terrorists, and injured approximately 120. Five of the victims killed were U.S. citizens. The attacks centered on the check-in counters of the Israeli airline El Al. Libyan leader Muammar Qaddafi praised the terrorists, thus contributing to tensions between his nation and the United States. (See Feb 11, 1986.) .

46. GDA-1967 Sep 5, 1986: At Karachi, Pakistan, four men dressed as security guards stormed a Pan American 747. The flight crew escaped, but the four terrorists demanded a crew to fly them to Cyprus. They killed an American passenger during the ensuing 17 hour negotiations. When the lights aboard the aircraft failed, the terrorists began a massacre, killing 22 persons and injuring 125 before being arrested. .

47. GDA-2144 Oct 16, 1990: The Department of State announced that it had raised to $4 million the maximum reward for information helping to catch terrorists, due to $1 million donations from both the Air Transport Association and the Air Line Pilots Association. The rewards program had begun in 1984 with a maximum payment of $500,000, but Congress increased that limit to $2 million after the bombing of Pan American Flight 103 (see Dec 21, 1988). Jan 4, 1991: In the first of a series of telecommunications failures which created air traffic control problems during this year, the AT&T company’s maintenance workers accidentally cut a fiber-optic telephone cable in New Jersey, disrupting communications between air traffic control sites and delaying air travel for several hours in the New York area. Other significant delays occurred: on May 4, when a farmer cut a fiber cable, limiting operations at four air route traffic control centers; on Sep 17, when an AT&T equipment failure in New York City cut controller communications and disrupted airline travel in the Northeast; and on Nov 5, when AT&T maintenance errors disrupted New England long distance telephone service, delaying flight operations at Boston Logan airport. (See May 8, 1988.) .

48. GDA-2763 September 11, 2001: Nineteen radical Islamic extremists with the group al Qaeda penetrated security at three major airports, seized four U.S. domestic airliners, and turned them into missiles that destroyed the World Trade Center in New York City, and damaged the Pentagon in Arlington, Virginia, killing thousands. Passengers on one of the planes fought the hijackers causing the plane to crash in a Pennsylvania field, killing all on board. For the first time in history, FAA put a ground stop on all U.S. air traffic. Related details follow: .

49. GDA-2765 . 8:38 a.m.: FAA notifies the North American Aerospace Defense Command’s (NORAD) Northeast Air Defense Sector about the suspected hijacking of American Flight 11. .

50. GDA-2769 . 9:15 a.m.: FAA (New York Center) notifies NORAD’s Northeast Air Defense Sector that United Airlines 175 was the second aircraft that crashed into the World Trade Center. .

51. GDA-2909 October 15, 2003: The White House commission established to investigate the September 11, 2001, terrorist attacks issued a subpoena to obtain needed documents from FAA. In May, the commission had requested all documents relating to FAA's tracking of the hijacked airliners and communications with the North American Aerospace Defense Command. FAA had provided 40 boxes containing 150,000 pages of information in September, but during subsequent interviews, the commission had learned that some materials had not been included. FAA officials responded that their failure to turn over all documents had been caused in part by internal procedures used to search for material. (See July 22, 2004.) .

52. GDA-3854 May 9, 2014: FAA issued a special security NOTAM advising that due to terrorist activities and civil unrest in Yemen, there was a significant risk to civil flight operations in that country. FAA warned that “terrorists and insurgents in the region possess man- portable air defense systems (manpads) and indirect fire weapons, and have threatened and targeted both international civil aviation and airports in country, most notably, Sanaa International airport (OYSN). U.S. operators planning to fly in the territory and airspace of Yemen at or below Fl240 must obtain current threat information, comply with all applicable FAA regulations and directives, and provide advance notice to FAA” with specific flight details. .

Processed Entire File

Filter Noise Words

No results to report.

Accessed Patterns Found Hide

Metrics Hide

Save Metrics with analysis run all-history.txt 05/28/017 10:05:52 Appended Metrics File

Total Lines: 4123 Blank Lines: 3 Non Blank Lines: 4120 Imperatives: 71 Shalls: 8 Wills: 69 IsReq:

Message: These metrics are what allow you to compare different documents and different analysis runs. Consider moving the numbers into a spreadsheet for visualization. Counts of Shalls, Wills, IsReq, and Imperatives are hardcoded into the tool. You have the ability to enter a Norm value, which can be surfaced after multiple analysis sessions.

Item	Risk	Count	Children	% lines	% imperative	% shall	% will	% isreq	% Norm
AAS s4s
ADIZ s4s
Air Defense s4s
Automation s4s
Beacon RADAR s4s
Computer s4s
Curtis Report s4s
Design Competition s4s
Hijack s4s		47		1.13	66.19		68.11
Install s4s
NAFEC s4s
NAS Stage A s4s
Research s4s
Restricted Areas s4s
SAGE s4s
STARS s4s
Shutdown s4s
Software s4s
Startup s4s
Terrorist s4s		7		0.16	9.85	87.5	10.14
z Mined Objects		52		1.26	73.23		75.36

Rules Total 21
Rules Triggered 3
Rules Not Triggered 18
Percent of Rules Triggered 14%

Reading Level Hide

Disabling the noise filter may reduce the reading level. Re-run the report to capture metrics for both instances.

Accessed Unique Words:
Accessed Unique Syllables:
Words with 3+ Syllables:
Polysyllabic Count: 0
Reading Level: No reading level is available. Select any rule option and check: Count Accessed Words or use a Reading Level Service which has checked: Count Accessed Words.

Document Shape Hide

The number of children at a particular level translate to a document shape. There are diffrent document shapes and each have implications. The document shapes are: random, rectangle, pyramid, inverted pyramid, trapazoid and diamond.

There are no child counts. Try disabling all services except for the service that has checked: Count Accessed Words.

Services and Triggered Rule Comments Hide

Topics of Interest: Think of this as your highlighter pen or a really advanced search engine option.

. . . 1. AAS No Comment Text in this rule.
. . . . . . Rule Summary Name: AAS Color: BROWN Access Object: \bAAS\b Count Accessed Patterns: CHECKED

. . . 2. ADIZ No Comment Text in this rule.
. . . . . . Rule Summary Name: ADIZ Color: BLUE Access Object: ADIZ Count Accessed Patterns: CHECKED

. . . 3. Air Defense No Comment Text in this rule.
. . . . . . Rule Summary Name: Air Defense Color: PURPLE Access Object: Air Defense Count Accessed Patterns: CHECKED

. . . 4. Automation No Comment Text in this rule.
. . . . . . Rule Summary Name: Automation Color: RED Access Object: automation Count Accessed Patterns: CHECKED

. . . 5. Beacon RADAR No Comment Text in this rule.
. . . . . . Rule Summary Name: Beacon RADAR Color: ORANGE Access Object: ATCRBS|Mode-s|DABS Count Accessed Patterns: CHECKED

. . . 6. Computer No Comment Text in this rule.
. . . . . . Rule Summary Name: Computer Color: GREEN Access Object: computer Count Accessed Patterns: CHECKED

. . . 7. Curtis Report No Comment Text in this rule.
. . . . . . Rule Summary Name: Curtis Report Color: FUCSHIA Access Object: Curtis report|Curtis Count Accessed Patterns: CHECKED

. . . 8. Design Competition No Comment Text in this rule.
. . . . . . Rule Summary Name: Design Competition Color: OLIVE Access Object: Design Competition Count Accessed Patterns: CHECKED

. . . 9. Hijack No Comment Text in this rule.
. . . . . . Rule Summary Name: Hijack Color: RED Access Object: Hijack\w+ Count Accessed Patterns: CHECKED

. . . 10. Install No Comment Text in this rule.
. . . . . . Rule Summary Name: Install Color: BLUE Access Object: install\w+ Count Accessed Patterns: CHECKED

. . . 11. NAFEC No Comment Text in this rule.
. . . . . . Rule Summary Name: NAFEC Color: FUCSHIA Access Object: NAFEC|FAATC|FAA Technical Center Count Accessed Patterns: CHECKED

. . . 12. NAS Stage A No Comment Text in this rule.
. . . . . . Rule Summary Name: NAS Stage A Color: BROWN Case Sensitive : CHECKED Access Object: Stage.A Count Accessed Patterns: CHECKED

. . . 13. Research No Comment Text in this rule.
. . . . . . Rule Summary Name: Research Color: OLIVE Access Object: research Count Accessed Patterns: CHECKED

. . . 14. Restricted Areas No Comment Text in this rule.
. . . . . . Rule Summary Name: Restricted Areas Color: GREEN Access Object: Restricted Area\w+|Restricted air\w+ Count Accessed Patterns: CHECKED

. . . 15. SAGE No Comment Text in this rule.
. . . . . . Rule Summary Name: SAGE Color: PURPLE Case Sensitive : CHECKED Access Object: SAGE Count Accessed Patterns: CHECKED

. . . 16. STARS No Comment Text in this rule.
. . . . . . Rule Summary Name: STARS Color: NAVY Case Sensitive : CHECKED Access Object: STARS Count Accessed Patterns: CHECKED

. . . 17. Shutdown No Comment Text in this rule.
. . . . . . Rule Summary Name: Shutdown Color: ORANGE Access Object: Seques\w+|privatiz\w+ Count Accessed Patterns: CHECKED

. . . 18. Software No Comment Text in this rule.
. . . . . . Rule Summary Name: Software Color: MAROON Case Sensitive : CHECKED Access Object: software Count Accessed Patterns: CHECKED

. . . 19. Startup No Comment Text in this rule.
. . . . . . Rule Summary Name: Startup Color: BROWN Access Object: May 20, 1926:|Aug 22, 1938:|May 21, 1958:|Aug 23, 1958:|Oct 1, 1958:|Apr 1, 1964:|May 20, 1964:|Jul 7, 1964:|Feb\w+ 3, 2016: Count Accessed Patterns: CHECKED

. . . 20. Terrorist No Comment Text in this rule.
. . . . . . Rule Summary Name: Terrorist Color: NAVY Access Object: terrorist\w+|world trade center Count Accessed Patterns: CHECKED