By Kim, Hyung Tak
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19 Ironically, though the BWG had been conceived of as a way to break the usual cycle of aviation security measures being driven solely in response to disasters and emergencies, the group held its ﬁrst meeting on the same day that TWA 800 exploded, and its analyses and recommendations served primarily as a basis for the work of the Presidential Commission that was established one month later. 20 The ﬁnal report of the Gore Commission described the evolving threat to civil aviation in this time period as follows: 15:4 ggbk003c02 GGBK003/Johnstone Johnstone-C9075 March 27, 2006 The Pre-9/11 Aviation Security System 21 The Federal Bureau of Investigation, the Central Intelligence Agency, and other intelligence agencies have been warning that the threat of terrorism has been changing in two important ways.
R Require criminal history background checks for baggage and passenger screeners. r Encourage FAA to facilitate the interim deployment of available explosive detection equipment. r Encourage FAA, the Department of Transportation, the intelligence community, and law enforcement agencies to assist air carriers in developing passenger proﬁling programs. r Direct FAA and the FBI to conduct joint threat and vulnerability assessments at least once every three years at airports determined to be high risk.
However, if the national leadership had stayed the course on the largely unprecedented security recommendations of the FAA-chartered Baseline Working Group as presented at the end of 1996, which entailed a substantial increase in both federal spending and federal responsibility for aviation security, and which included greater emphasis on such items as expanded security training, comprehensive screening of individuals identiﬁed as potential threats, and increased FBI attention to civil aviation, the system in place by 9/11/01 may very well have made a difference in whether the terrorists would have tried or succeeded in attacking a more hardened target.