|Subject: AZPTAC – IRS Alert – W-2 Scam|
|IRS, States and Tax Industry Renew Alert about Form W-2 Scam Targeting Payroll, Human Resource Departments
IR-2017-10, Jan. 25, 2017
WASHINGTON – The Internal Revenue Service, state tax agencies and the tax industry today renewed their warning about an email scam that uses a corporate officer’s name to request employee Forms W-2 from company payroll or human resources departments.
This week, the IRS already has received new notifications that the email scam is making its way across the nation for a second time. The IRS urges company payroll officials to double check any executive-level or unusual requests for lists of Forms W-2 or Social Security number.
The W-2 scam first appeared last year. Cybercriminals tricked payroll and human resource officials into disclosing employee names, SSNs and income information. The thieves then attempted to file fraudulent tax returns for tax refunds.
This phishing variation is known as a “spoofing” e-mail. It will contain, for example, the actual name of the company chief executive officer. In this variation, the “CEO” sends an email to a company payroll office or human resource employee and requests a list of employees and information including SSNs.
The following are some of the details that may be contained in the emails:
Working together in the Security Summit, the IRS, states and tax industry have made progress in their fight against tax-related identity theft, cybercriminals are using more sophisticated tactics to try to steal even more data that will allow them to impersonate taxpayers.
BY LASHAY WESLEY MONDAY, SEPTEMBER 12TH 2016
El Paso International Airport (Credit:KFOX14/CBS4)
EL PASO, Texas — TSA agents have discovered two firearms in the past two weeks at the El Paso International Airport security checkpoint, a TSA spokesperson told CBS4.
Firearms and ammunition are among the many items prohibited on a plane.
According to the TSA, the firearms were found on Sept. 1 and 9. The spokesperson said one of the weapons was loaded.
“We’re concerned that already this year, we’ve found seven firearms at ELP,” said Tim Berroyer, TSA federal security director for ELP, in a press release.
Carrie Harmon, a spokesperson for the TSA, said agents are starting to see an uptick at the airport.
“We’re running ahead of where we were at this time last year at El Paso,” Harmon said.
In 2014 and 2015, TSA agents found seven handguns at the security checkpoint.
“Most passengers say that they forgot that a firearm was in the bag or say it belongs to somebody else in the family and they didn’t know they had it with them,” Harmon said.
Harmon said the trend is nationwide. She said agents have seen a 20 percent increase from 2014 to 2015. She said 80percent of the firearms are loaded.
Firearms are allowed in checked baggage. Harmon said the traveler must declare they have a weapon to the airline and said it must be unloaded. The firearm must also be properly stored.
David Pineda was dropping his sister off at the airport Monday. He said he didn’t understand how someone could forget.
“I don’t know. Maybe it slips their mind. Maybe they’ve got a lot of stuff going on in their head,” Pineda said.
TSA does have signs warning passengers about the items prohibited.
Yland Moy said she thinks there could be more signs.
“I think they could add more because you can’t really tell until you get up (to security),” Moy said.Harmon told CBS4 that passengers can be fined $1,500 if a firearm is found in their carry-on. She said the fine can go up to $3,000 if the weapon is loaded.
http://atwonline.com/security/forward-15-stuck-montreal AARON KARP On the morning of Sept. 11, 2001, I was listening to Canadian transport minister David Collenette address the Airports Council International-North America Conference and Exhibition at the Montreal convention center. Nearly every major airport director in North America was there. Suddenly, and without explanation, Collenette stopped speaking and stepped back from the podium to start a conversation on his cell phone.
“Someone brought a note to the podium and said, please wind up quickly, there’s been a tragedy,” Collenette later recalled for a CBC documentary on Canadian officials’ actions on 9/11. He had already suspected something was amiss—there was murmuring in the crowd while he was speaking.
David Plavin, ACI-NA’s president, stepped to the podium to make a shocking announcement: an aircraft had struck one of the World Trade Center towers in New York City. A shaken Plavin announced the ACI-NA conference was being temporarily suspended, adding that large television screens were being set up in the convention center to allow conference attendees to watch news coverage of the unfolding events in the US.
A short time later, I wandered down to the conference’s exhibition hall, where I found two men at a booth watching a monitor showing smoke billowing from a building. But the building was not a skyscraper.
“What’s going on?” I asked.
“That’s the Pentagon,” came the reply.
“But I thought the World Trade Center had been hit,” I said.
“I don’t know what’s going on, but that’s the Pentagon on fire,” the man responded, pointing at the screen.
It’s hard to overstate the bewildering feeling at about 9:45 a.m. on that morning. Had the World Trade Center or the Pentagon that been hit? Actually, both of the Twin Towers andthe Pentagon had been hit by commercial jets. It was about that time that FAA shut down US airspace, ordering all aircraft in the sky to land, all aircraft on the ground to stay put and, quite significantly for Canada, all aircraft en route to the US not to enter US airspace.
Collenette quickly made his way from the convention center to a van, which he directed be driven straight to Ottawa rather than the airport, figuring that would be his fastest way back to the Canadian capital. Collenette told CBC that “key decisions were taken on Highway 417” that morning as he raced back to Ottawa with a cell phone pressed to his ear.
First, he decided to follow FAA and close Canadian airspace. But there was a problem: more than 200 US-bound transatlantic flights were in the air and too far along to return to Europe. The US was adamant that none of those aircraft would enter US airspace.
Canada agreed to let those aircraft land on its soil, but the Canadian transport minister was terrified that one of the aircraft flying across the Atlantic would take aim at a building in Toronto or Montreal. So Collenette ordered all of the transatlantic flights to land at smaller, remote eastern Canadian airports, which quickly became clogged with large passenger aircraft. “I don’t think that 226 widebody jets have ever been landed in such a short time frame, ever in history,” Collenette told CBC.
The scene back at the Montreal convention center was somewhat chaotic. I and other reporters tried to get information from the airport directors attending the conference, but most of them confessed they did not know much more than what was being said on the giant TV screens. It is one of the forgotten aspects of 9/11 that the massive and unprecedented ground stop at all US and Canadian airports occurred as the directors of those airports were stuck in Montreal.
Cell phone service, particularly from Canada back to the US, was very spotty on 9/11. I remember how frustrated many of the airport directors were as they tried to get in touch with their airport staffs back home. With no flights available, airport directors started hatching plans to rent cars and head for the border. Some cars filled with three or four US airport directors were making their way back to the US by the afternoon of 9/11.
I ended up in Montreal for several more days; even though US airspace reopened on Sept. 13, flights back to the Washington DC area—and especially to National Airport, from where I had departed and which remained closed for more than three weeks after 9/11—were nearly impossible to find. I stood in a long line at Central Station in Montreal, where I booked a train ticket home to DC.
It was a 14-hour train trip, which included a lengthy stop at the US-Canadian border for the train to be thoroughly searched by bomb-sniffing canines. I switched trains at Penn Station in New York City, and will never forget looking out the window at a darkened Big Apple, with smoke hanging in the sky, as the Amtrak train pulled away from New York.
The ACI-NA conference never restarted. But I do remember lots of discussion about airport security among the delegates who remained in Montreal. I then spent many days in the weeks after 9/11 on a somber Capitol Hill, covering the Congressional debate over what do about aviation security, which was being run by private firms regulated by FAA.
It is not well remembered now, but there was no consensus on creating the Transportation Security Administration. There was a sizable contingent, particularly in the House of Representatives, who wanted to keep airport security privatized.
November arrived with no aviation security legislation from Congress. And then on Nov. 12, an American Airlines Airbus A300-600 crashed in Queens shortly after takeoff from New York JFK, killing all 260 on board and five more people on the ground. The US National Transportation Safety Board eventually concluded that pilot error caused the crash, but at the time it was widely speculated a terrorist bomb had been involved.
Panic set in on Capitol Hill. There was now the prospect of lawmakers going home for the first post-9/11 Thanksgiving holiday having done nothing on aviation security—even after another major, unexplained airliner crash in New York City. Congressional staff began literally working around the clock to finalize the language of the Aviation and Transportation Security Act of 2001. After two months of debate and wrangling, the legislation was completed and passed in a rush, and quickly signed into law by President George W. Bush on Nov. 19, 2001.
I have often thought the hasty crafting of the legislation that created TSA caused much of the frustration with the agency over the ensuing years. If it looked like TSA was not well thought out, well, that’s because it wasn’t.
TSA stood up a security apparatus designed specifically to prevent another 9/11. This meant an endless search for specific objects (such as box cutters) carried by random passengers. If you flew enough out of National, as I did in the years after 9/11, you would see cabinet secretaries and members of Congress holding their beltless pants up as they shuffled through metal detectors. You can admire the egalitarian nature of this, but using resources to screen US senators on the off chance they are secretly al Qaeda is symbolic of the mindless nature of TSA in its early years.
That it took a decade for TSA to develop the Pre-Check expedited screening program—which intelligently shrinks the pool of suspect passengers—is an indictment of the agency and the legislators who created it. The long lines of passengers at US airport security checkpoints this past spring—and the Brussels and Istanbul airport bombings—indicate TSA and airport security globally still need some serious rethinking. Fifteen years after 9/11, and we’re still debating the right way to do airport security.
September 7, 2016 5:31 AM
LOS ANGELES (CBSLA.com) — Hundreds of airport service workers will receive training for emergency situations at Los Angeles International Airport, officials said Wednesday.
Service workers perform a wide range of assignments for travelers, including wheelchair and baggage handling, interior aircraft cleaning, airline security, aircraft fueling, cargo and dangerous goods handling, aeronautical maintenance, and custodial services.
“It takes the entire airport community to respond effectively to a serious airport emergency,” said Los Angeles Board of Airport Commissioners President Sean Burton. “LAX staff have made significant changes to ensure airport safety through improved response coordination, increased emergency management staff resources, new equipment, extensive training, and establishing mutual-aid agreements with outside organizations, such as the American Red Cross. Training airport service workers to assist passengers during critical times complements the overall emergency-response effort.”
Service Employees International Union-United Service Workers West (SEIU-USWW) will provide training to workers in Terminal 4 in the next few weeks.
“In times of crisis, airport workers are on the front lines,” said David Huerta, president of SEIU-USWW. “Training will help make our members more effective in this critical role, which is why we are pleased to partner with the airport authority and employers to develop this program.”
The pilot program will be evaluated, refined and tailored to address the unique characteristics of each terminal at LAX.
“The airlines and other tenants at LAX contract thousands of workers to provide passenger and aircraft services,” said Los Angeles World Airports CEO Deborah Flint. “They are valued members of the LAX community. Training these workers provides them with skills to keep themselves safe during an airport emergency, to directly assist passengers, and to contribute to the overall emergency response and recovery.”
Training will be consistent throughout the airport, focusing on emergency observation skills, stakeholder communications, evacuation procedures, notification protocols, basic understanding of the Incident Command System, and identifying emergency responders of partner agencies.
LAX is the seventh busiest airport in the world and the third in the U.S., according to airport officials.
SSi, Inc. and DFW Fire Training Research Center (FTRC) are excited to announce the completion of a year-long project to assist Airports to better meet the requirements for ARFF Recurrent Training as outlined in FAR 139.319. An extensive review of the following ARFF recurrent courses was accomplished with the ARFF expertise from the DFW FTRC, and the online learning technology from SSi, Inc.
· Airport familiarization, including airport signs, marking, and lighting
· Aircraft familiarization
· Rescue and firefighting personnel safety
· Emergency communications systems on the airport, including fire alarms
· Use of the fire hoses, nozzles, turrets, and other appliances required for compliance with this part
· Application of the types of extinguishing agents required for compliance with this part
· Emergency aircraft evacuation assistance
· Firefighting operations
· Adapting and using structural rescue and firefighting equipment for aircraft rescue and firefighting
· Aircraft cargo hazards, including hazardous materials/dangerous goods incidents
· Familiarization with firefighters’ duties under the airport emergency plan
This project was part of an effort to design and develop a system that provides ARFF courses online, accessible 24/7, with a full record keeping system for any Airport or ARFF personnel as needed. The courses represent approximately 10 hours of interactive training, quizzes, tests, and solid structured content for ARFF personnel at any size Airport.
Because instruction is delivered online, the system can provide a convenient method to train and maintain compliance for mutual aid departments that may assist the Airport onsite in the case of a large scale event. The courses are available at all times and can be taken from tablets, laptops, and PC’s.
The record keeping system provides Airports with an accessible format available to provide reports to inspectors that will show all personnel training records for ARFF programs, including annual recurrent information. Reports can be viewed online, printed, and/or downloaded on-demand to Excel.
This program along with the Live-Fire training capability at the DFW FTRC provide the most comprehensive annual recurrent program currently available.
For more information and to see how to sign up your personnel, go to scott 602-980-4917, or Kevin Tully with the DFW FTRC – ktully 972.973.8356.
Joel Aschbrenner, email@example.com
(Photo: Special to The Register)
Des Moines airport officials are leaning toward building a proposed $500 million terminal on the east side of the airport, which consultants now say would be significantly cheaper than the original plan to build it south of the runways.
The east-side location near the existing terminal would be about $140 million cheaper, according to a report the consulting firm HNTB presented to the Des Moines airport board Tuesday.
Board chairman Ed Hansel, a local attorney, said he “definitely” prefers the east-side option because it would be cheaper and allow the airport to continue to use facilities like existing parking garages.
“If I had to make my priority list, it always starts with cost,” he said.
The airport board is expected to vote in October on which location to pursue for the new terminal site.
According to HNTB, it would cost an estimated $504 million to build a 14-gate terminal on the east side of the airport. HNTB’s report shows the new terminal as a curved building sitting directly northeast of the existing terminal close to Fleur Drive.
The alternative would be to build a similar 14-gate terminal on the south side of the airport near Army Post Road. HNTB said that would cost an estimated $641 million. The south-side location would require the construction of a new aircraft taxiway and new parking garages, which would increase the cost.
Clint Lasser, a project manager with HNTB, said dollar figures are only rough estimates. Architectural and engineering plans for the facility, which will provide a more accurate cost estimate, will be produced after a site is selected.
Officials at the Des Moines International Airport have been working on plans for a new terminal for several years. They say the existing terminal, which was built in 1948, is too small, has become costly to maintain due to its age and was not designed to efficiently handle the flow of passengers through modern security screening.
Buy Photo (Photo: Register file photo)
Under the current plans, construction of the new terminal would begin in 2022.
But before they can break ground, airport officials have to figure out how to pay for the facility. Federal funds and airline fees will cover much of the cost, but the airport still needs to secure more than $200 million from state and local sources.
Picking the east side of the airport for a new terminal site would mark a significant shift. A previous report from LeighFisher, another consulting firm, said the terminal would be best suited for the south side of the airport.
But according to HNTB, several factors make the east-side location cheaper and more functional:
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- The airport would not have to build a new taxiway for jets.
- The south-side location would require the construction of more new parking garages.
- FedEx, UPS and other cargo companies could remain in place on the south side of the airport.
- The terminal would have a more visible and prominent location along Fleur Drive. It would be closer to downtown and officials said it would feel connected to the city.
David Fisher, a fundraising consultant for the airport, said a new terminal would be a “crown jewel of Fleur Drive.”
One advantage of the south-side location is that it could cause less traffic congestion, airport officials said.
Buy Photo (Photo: Register File Photo)
City traffic engineer Jennifer McCoy said Fleur Drive would probably have to be widened if a new terminal was built on the east side.
The airport board plans to hold a meeting in sometime in September to hear comments from the public about the two terminal site options.
Board member Mark Feldmann said he is confident the public will see the benefit of building the terminal on the east side and reusing existing facilities like the parking garage.
“We’re talking about tax dollars, the public’s money,” he said. “I think they will be respectful that we are talking about using existing facilities and spending less taxpayer money.”
TO: ACC OFFICIAL REPRESENTATIVES & ADDITIONAL CONTACTS
ACC is currently seeking proposals from qualified parties to develop a summary report on current and projected capital investments at airports across the United States through 2022.
OBJECTIVE: ACC may eventually endeavor to develop a substantial, comprehensive report on projected airport capital programs and services in the future. For this year, ACC seeks to develop a quick-strike, summary report that would provide tangible and useful information on the state of the airport development industry, including types of projects and expected services currently at airports and anticipated in the next 5 years.
Specifically, ACC is interested in producing a summary report for its membership outlining the state of the airport development industry, with a specific focus on the types of development projects that will be expected by airports over the next 5 years; trends in the types of services that will be needed by airports embarking on development projects; and manner in which services will be procured by airports in the U.S through 2022.
ACC intends to present the report findings at the ACC Annual Conference on November 15-16, 2016 in Palm Beach Garden, FL. The expected budget for the development of this report is $35,000, including travel to the ACC conference.
Proposals should be submitted electronically to TJS by 4:30 PM Eastern Daylight Time by Friday, Sept. 2, 2016.
For more information, you can read the full RFP here.
13 webinars will be available for public viewing that will explain the runway condition reporting
format and the runway assessment matrix contained in the revised FAA Advisory Circular
150/5200-30D, Airport Field Condition Assessments and Winter Operations Safety.
The first two webinars will be held:
Thursday, August 18th, at 01:00 PM EDT and Friday, August 19th, at 09:00 AM EDT:
Airport Condition Reporting/Runway Condition Assessment Matrix
Register now at the following websites:
After registering, you will receive a confirmation email containing information about joining the
webinar. If your computer system does not support webinar audio, an audio dial in number is
available for both sessions:
Dial In Number: 202-366-3920
Pass Code: 7547
Number of lines: 100
Future webinars will be available August 23, 24, 26, 30, 31 and September 1, 7, 8, 12, 13 and 16.
FAA Runway Condition Reporting/Runway
Assessment Matrix Webinars
From: Steven.Oetzell@faa.gov [mailto:Steven.Oetzell@faa.gov]
Sent: Monday, August 15, 2016 2:26 PM
Cc: Brian.Armstrong@faa.gov; firstname.lastname@example.org; Patrick.Lammerding@faa.gov; Robin.K.Hunt@faa.gov; Mike.N.Williams@faa.gov; Lorraine.Herson-Jones@faa.gov; Ron.V.Simpson@faa.gov; email@example.com
Subject: Western-Pacific Bulletin #16053
Attached is FAA, Western-Pacific Bulletin #16053, FAA Runway Condition Reporting/Runway Assessment Matrix Webinars.
Please take every opportunity to participate in these webinars as the information they contain will answer most questions regarding revised FAA Advisory Circular 150/5200-30D, Airport Field Condition Assessments and Winter Operations Safety.
Lead Airport Certification Safety Inspector AWP