Research and development was encouraged for future developments as well to continue to make security a priority (Airport Security, 1989, p. 2).
Also in response to the bombing of Flight 103, the Aviation Security Improvement Act of 1990 was passed. Senator Wendell H. Ford opened the proceedings with the statement: "The terrorist bombing of Pan Am Flight 103 in December 1988 tragically demonstrated that something more is needed to be done to protect Americans traveling by air" (Aviation Security Improvement Act of 1990, 1990, p. 1).
In later hearings on implementation, it was noted by Thomas C. Kelly, Vice President of Security for the Air Transport Association, that U.S. airports were much safer than foreign airports and that this fact should be noted when dealing with this legislation: "Our primary focus in the development of this legislation was to ensure that it would contain provisions imposing the same extraordinary procedures on foreign flag carriers that the FAA currently imposes only on U.S. carriers operating in international routes" (Implementation of the Aviation Security Improvement Act of 1990, 1991, p. 110). Kelly notes that U.S. carriers must either physically inspect or x-ray all checked bags, make supplemental inspections of all carry-on bags, provide guards for all aircraft on the ground, and inspect all maintenance and service personnel with access to aircraft. U.S. carriers also perform redundant interrogations of passengers fitting certain profiles, appoint and train ground security coordinators, and accept no baggage from off-site sources. Such requirements are expensive and detract from the ease and speed of processing the passenger, which leads to another reason for demanding that foreign carriers provide the same degree of security -- to see that there is a level playing field in economic terms.
Clearly, these measures did not prevent the terrorist actions of 9-11, and that fact brought about a rethinking of many of the earlier measures, a strengthening of security measures, and the institution of new measures, many of which had earlier been rejected as intrusive and overly time-consuming. For the most part, American counter-terrorist actions with reference to airlines have tended to be reactive, and proposals for increased safety were largely ignored until 9-11, as Lansford (2003) notes:
For instance, in 1996, Clinton appointed Vice President Al Gore to head a commission on airline security. The commission issued a number of recommendations, including increased profiling...
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