For an executive or UHNW principal arriving in Los Angeles by private aircraft, the flight itself may be the most controlled part of the journey.

The part I pay particular attention to is what happens when the aircraft door opens.

The principal comes down the stairs.

Baggage starts moving.

Crew members are talking with FBO personnel.

A driver is waiting somewhere on the property.

An assistant has received three schedule changes during the flight.

The principal is already on the phone.

Someone decides they want to stop somewhere before the planned destination.

Within minutes, the principal moves from a highly controlled aviation environment into the Los Angeles ground environment.

That transition deserves its own protection plan.

Private aviation can remove a lot of the congestion and public exposure that comes with a commercial terminal.

It does not remove the need for executive protection.

It changes the protection problem.

At Van Nuys Airport, that means knowing the exact FBO, exact terminal location, current operating arrangement, airside access restrictions, vehicle plan, driver identity, baggage plan and first ground destination before the aircraft arrives.

I do not want the principal figuring any of that out on the ramp.

Key takeaways

• Van Nuys is not one passenger terminal. Different FBOs operate from different addresses and facilities, and even one operator may maintain more than one VNY location.
• The aircraft-to-vehicle handoff is the critical security transition. Principal identity, vehicle identity, driver identity, baggage responsibility and destination should already be established.
• Ramp access is controlled aviation space. Executive protection has to work within FBO and airport access procedures rather than assuming any security vehicle can simply drive to an aircraft.
• A black SUV is not authentication. Drivers and replacement vehicles should be verified through a closed communication loop before the principal enters.
• Airside efficiency can create false confidence. The environment may be highly controlled inside the FBO while exposure increases immediately after the vehicle exits the airport.
• Baggage belongs in the transfer plan. Security becomes fragmented when nobody has clearly assigned responsibility for bags, sensitive electronics, medication or documents.
• International arrivals run on a different timeline. CBP procedures and permission-to-land requirements can alter when and where the ground transfer actually occurs.
• Airport operating conditions can change the ground plan. Runway closures, maintenance, VIP temporary flight restrictions or diversion decisions can move the arrival time or airport.
• Flight information should remain need-to-know. Tail numbers, arrival times, passengers, vehicles and final destinations do not need to be distributed to everyone involved in the trip.
• The airport transfer should connect directly to destination security. The receiving team at the hotel, residence, office or event should already know the updated arrival window.

Why Van Nuys requires a specific private aviation protection plan

Van Nuys Airport is a major general-aviation airport in the San Fernando Valley dedicated to noncommercial air travel.

Los Angeles World Airports says VNY covers approximately 730 acres, has two parallel runways and supports more than 200 businesses. Its primary runway is 8,000 feet long and its second runway is 4,000 feet. The airport supports private, corporate and governmental aviation rather than scheduled commercial airline service.

That scale matters.

When somebody says:

Meet the plane at Van Nuys.

That is not enough information for a professional protection team.

The next question is:

Where at Van Nuys?

Do not send the driver only Van Nuys Airport

Van Nuys Airport currently lists several major FBO locations across the airport.

The airport directory lists Clay Lacy Aviation at 7435 Valjean Avenue, Jet Aviation at 16644 Roscoe Boulevard, the former Castle & Cooke location at 7415 Hayvenhurst Place and Signature at 7240 Hayvenhurst.

That directory is also a good example of why the receiving team should verify information for every trip.

Signature Aviation announced on September 15, 2026 that it completed its acquisition of Castle & Cooke Aviation Services at Van Nuys and that the facility became Signature Van Nuys North.

Signature now identifies:

Signature Van Nuys West at 7240 Hayvenhurst Place, operating 24 hours a day;

and

Signature Van Nuys North at 7415 Hayvenhurst Place, currently listing operating hours of 5:00 a.m. to 9:30 p.m. local time.

Clay Lacy lists its VNY operation at 7435 Valjean Avenue and currently advertises 24-hour operations.

Jet Aviation maintains its own Van Nuys FBO and executive terminal and advertises domestic and international handling as well as 24-hour security.

For executive protection, the practical lesson is straightforward.

Do not stage a vehicle based on:

Van Nuys Airport;

Signature;

or even an address copied from the principal’s previous trip.

Confirm the exact FBO and exact current location with the flight department, charter operator or aviation coordinator for that movement.

The air-to-ground handoff should be planned before wheels down

I do not consider:

“We will meet them when they land”

an adequate transfer plan.

Before the aircraft arrives, I want the receiving team to understand the movement.

Aircraft

Which aircraft is arriving?

What is the expected arrival time?

Has that ETA changed?

Is the flight domestic or international?

FBO

Which exact facility?

Which address?

What are the relevant access procedures?

Where has the FBO instructed the vehicle or protection team to stage?

Passengers

How many?

Is the principal alone?

Family?

Executives?

Guests?

Any mobility or medical considerations?

Vehicles

How many?

Who is driving?

Which vehicle carries the principal?

Which vehicle handles baggage if needed?

Destination

Where does the movement go immediately after the airport?

Hotel?

Residence?

Corporate meeting?

Private event?

Is there an alternate destination?

Authority

Who can change the plan?

Principal?

Chief of staff?

Executive assistant?

Family office?

Protection lead?

Those questions should already have answers.

Ramp access is not simply a private-security decision

This is a major difference between ordinary executive protection and private-aviation protection.

The airport controls aviation access.

The FBO controls its leasehold and operating procedures.

The flight crew controls the aircraft.

The protection team protects the principal.

Those responsibilities should complement each other.

They should not be confused.

Do not assume the protection vehicle can drive airside

Van Nuys Airport tightly controls vehicle access to the Air Operations Area.

Its current published motor-vehicle rules state that AOA access is limited to vehicles required for airport operations and that vehicles and drivers operating there require airport authorization. The airport also allows escorted access in specified circumstances, subject to Airport Operations approval and escort requirements.

That means the protection plan should not be:

“Our SUV will drive onto the ramp.”

The plan should be:

“We have confirmed with the FBO exactly where our authorized transfer will occur.”

The FBO determines the practical handoff

Depending on the operator, aircraft location, vehicle permissions and circumstances, the transfer may happen:

near the aircraft;

at an approved ramp-side position;

through the FBO terminal;

or at another controlled point established by the facility.

The protection team should work with the FBO rather than improvising around it.

Airfield rules exist for safety as much as security

This is important.

A ramp is an active aviation environment.

Aircraft may be:

taxiing;

starting engines;

being fueled;

towed;

loaded;

or serviced.

Executive protection personnel should never allow protective positioning to interfere with aviation safety.

The principal is safer when the security team respects the environment and works with the people who operate it every day.

Airport Police already protect the airport environment

Van Nuys Airport maintains dedicated Airport Police Bureau patrols on a 24-hour basis. The airport also has aircraft fire-and-rescue capability and other emergency resources.

Private executive protection has a different mission.

Airport Police protect the airport.

Our job is to maintain continuity around the principal.

The principal should not have to identify the vehicle

One of the easiest transfer failures to prevent is vehicle ambiguity.

Several dark SUVs are sitting near an FBO.

The principal walks toward the one that looks familiar.

A driver gets out and says:

“Mr. Smith?”

That should not be the authentication process.

Verify the driver before the flight arrives

The receiving protection team should have:

driver name;

driver contact;

vehicle make;

vehicle model;

plate where appropriate;

transportation company;

and the agreed staging location.

The driver should know who the protection contact is.

A substitution should come through a known channel

The transportation company calls:

“Your assigned driver became unavailable. We are sending David instead.”

That happens.

The protection lead updates the movement.

What I do not want is:

unknown driver;

different vehicle;

no prior notification;

and an explanation at the aircraft door that someone at the office sent him.

Verify changes independently

If a substitution has not been communicated, use the established transportation contact.

Do not rely solely on the telephone number supplied by the replacement driver.

Same principle I apply at a residential gate.

Use the known channel.

A chauffeurs sign is not authentication

A person’s name is not secret simply because it appears on a printed sign.

For a high-profile principal, I generally prefer the receiving parties to recognize each other through the prearranged process rather than advertising the principal’s name unnecessarily.

Keep the arrival footprint small

Private aviation already gives the principal a relatively discreet environment.

Do not destroy that advantage by having:

five vehicles;

multiple assistants;

unnecessary greeters;

drivers wandering around looking for the aircraft;

and everyone texting different people for updates.

Bring the resources the movement requires.

No more than necessary.

The receiving agent should know where the vehicle is before the aircraft door opens

This seems basic.

It matters.

I do not want:

“The driver is somewhere out front.”

Or:

“He had to move.”

Or:

“The second SUV is circling.”

The handoff should be ready.

Aircraft arrival time is not vehicle departure time

This distinction matters when coordinating drivers and destination teams.

An aircraft lands.

Then it taxis.

Parks.

Engines shut down.

Door opens.

Passengers exit.

Baggage is unloaded.

Potential aviation or border formalities occur.

The transfer happens.

Do not tell a hotel team:

“Lands at 2:00, so principal arrives at 2:30”

unless the actual movement supports that assumption.

Use two times internally

Estimated aircraft arrival.

Estimated wheels-away from the FBO.

The second is what the receiving destination often needs.

Baggage is a security function during the transfer

I always want the principal to remain the priority.

That does not mean baggage can be ignored.

Private aviation can involve:

multiple suitcases;

garment bags;

business equipment;

confidential files;

medical equipment;

electronics;

high-value items;

children’s belongings;

or event materials.

If nobody knows who owns that function, the principal ends up standing around while everybody sorts it out.

Assign baggage responsibility before arrival

FBO personnel?

Driver?

Second driver?

Assistant?

Protection team?

The answer depends on the trip.

But there should be an answer.

Do not make the close-protection agent a bellman by default

If I am the person immediately responsible for the principal, I do not want both hands occupied with suitcases while the principal is transitioning to the vehicle.

Use the team intelligently.

Separate baggage movements need accountability

Sometimes there is too much luggage for the principal vehicle.

Fine.

Second vehicle.

But decide:

who drives it;

where it goes;

who receives it;

and whether any item must remain with the principal.

Medication should not disappear into an untracked baggage vehicle

If the principal depends on medication or important medical equipment, the protection team should understand whether it needs to remain immediately available.

This connects directly with estate and executive medical readiness.

Confidential business material should be treated deliberately

Laptop.

Board material.

Legal files.

Acquisition documents.

Portable drives.

Again, the goal is not dramatic handling.

Just know who has it.

Private aviation reduces crowds but can create very repeatable patterns

This is the tradeoff.

Private aviation offers enormous control and convenience.

But executives often develop a very consistent Los Angeles routine.

Same airport.

Same FBO.

Same aircraft.

Same vehicle provider.

Same driver.

Same route.

Same residence.

Same meeting location.

Consistency is operationally efficient.

It can also create predictability.

Do not confuse routine with vulnerability automatically

I am not suggesting that every principal needs random routes, changing FBOs and different vehicles every trip.

That can become security theater.

The amount of variation should follow the actual threat.

A principal with no concerning attention may operate very differently from somebody dealing with:

stalking;

protests;

corporate threats;

litigation;

public controversy;

or a fixated individual.

When risk increases, predictability matters more

If somebody has demonstrated interest in the principal’s movements, the protection team should review whether repeating the same aviation-to-ground pattern unnecessarily simplifies access.

Aircraft information should be treated as travel information

For some principals, aircraft ownership or usage becomes publicly associated with them.

For others, corporate or charter structures make the connection much less obvious.

I do not assume either way.

I do treat:

tail number;

departure airport;

arrival airport;

ETA;

passenger names;

and ground destination

as operational information.

Not everyone needs all of it

Driver needs arrival coordination and destination.

FBO needs aviation and service information.

Hotel needs arrival timing.

Protection needs the complete movement picture.

Corporate staff may need only a meeting ETA.

Compartmentalize.

Do not send the full itinerary to every provider

Aviation provider does not necessarily need:

hotel room;

dinner address;

next morning meeting;

and private residence information.

Driver does not necessarily need:

the entire week’s schedule.

Give people the information necessary to perform their function.

International private aviation requires different planning

International arrivals introduce CBP requirements that can change both the timing and the transfer location.

CBP currently lists Van Nuys as a general-aviation airport where inspection services are available.

Its Van Nuys fact sheet identifies VNY as a user-fee airport and states that aircraft operators must follow permission-to-land procedures. CBP’s general-aviation program also requires Advance Passenger Information System submissions for private aircraft arriving in or departing from the United States.

The protection team’s role is not to manage CBP.

The flight operator handles aviation compliance.

Our role is to understand what that process does to the movement.

Do not stage an international arrival like a domestic arrival

The principal may not be available for immediate transfer as soon as the aircraft stops.

Build the vehicle and destination timeline around the actual clearing process.

International arrivals require better ETA discipline

If the estate or hotel expects the principal at 5:00 p.m. based solely on landing time, everyone downstream may be working from the wrong assumption.

Keep:

aircraft ETA;

anticipated clearance;

and anticipated ground departure

separate.

Never pressure aviation personnel to accelerate required procedures for security convenience

Security adapts.

It does not override border, airport or aviation requirements.

Airport conditions can change the protection plan

Van Nuys publishes operational advisories throughout the year.

In 2026, advisories have included runway maintenance, temporary runway closures and temporary flight restrictions related to VIP movements.

The flight department will handle the aviation consequences.

The protection team needs to understand the ground consequences.

A 45-minute aviation delay can create a different road movement

Now:

rush hour begins;

office closes;

event doors open;

restaurant reservation changes;

the original driver approaches duty limits;

principal wants a different stop;

and the destination team has been waiting.

That is why flight and ground operations need one communication bridge.

Use a movement-status format

Something simple:

Wheels down: updated time.

At FBO: confirmed.

Principal in vehicle: confirmed.

Departed airport: confirmed.

Updated destination ETA: confirmed.

Everyone who genuinely needs the update can work from the same picture.

Do not flood the principal with those updates

The principal should experience:

land;

vehicle ready;

depart.

The operational coordination should happen around them.

Build a diversion plan before the diversion

An aircraft may divert because of:

weather;

runway issue;

maintenance;

operational requirements;

or other aviation considerations.

The decision belongs to the aviation professionals.

The protection team needs a ground contingency.

The receiving team should know likely alternate airports

Not because we control which alternate the pilots use.

Because once the flight department says:

“We are now landing at the alternate,”

the security team should not begin Googling transportation options from zero.

A diversion checklist should answer

Can the principal vehicle relocate?

How long?

Does another qualified transportation provider need to be activated?

Who meets the aircraft?

Does baggage arrive with the principal?

Does the destination change?

Does the principal still attend the scheduled meeting?

Who updates the estate or hotel?

Driver relocation is not always the best answer

If the new airport is substantially farther away, it may be quicker to activate a vetted local backup vehicle.

That decision should be made by the protection coordinator based on actual circumstances.

Backups need verification too

Do not let the diversion become the reason normal driver authentication disappears.

The principal is already dealing with a disrupted travel day.

That is exactly when the protection system should become more disciplined.

The FBO terminal can be a holding location, but do not create unnecessary dwell time

Private terminals can be comfortable.

That does not mean the principal should remain there longer than necessary if the vehicle and destination are ready.

I prefer movement over unnecessary static exposure when the plan supports it.

Sometimes waiting is safer

Vehicle delayed.

Destination not ready.

Major incident on route.

Unwanted media at the destination.

Then staying inside the controlled FBO environment may be the smarter option.

The correct answer depends on conditions.

The controlled environment can become the contingency

This is one advantage private aviation gives us.

If the next stage is not ready, we may have a professional facility in which to delay movement rather than putting the principal outside or into an uncertain vehicle.

FBO security does not eliminate the need for EP

Signature’s Van Nuys West facility advertises secure ramp access and continuous 24-hour surveillance.

Jet Aviation advertises a 24-hour-security environment at its Van Nuys executive terminal.

Clay Lacy operates its Van Nuys facility around the clock.

Those are meaningful security layers.

They are not the entire protective operation.

The FBO protects and operates its facility.

The protection detail maintains continuity around the principal.

The risk often increases after leaving the controlled airport environment

FBO gate opens.

Vehicle enters public road.

Traffic.

Signals.

Congestion.

Hotel entrance.

Office garage.

Restaurant.

Residence.

The operating environment changes quickly.

The first route should be checked close to movement time

I do not rely solely on the route chosen during planning two days earlier.

Before departure from VNY, review:

current traffic;

road closures;

major collisions;

public events;

demonstrations;

fire activity where relevant;

and anything else likely to materially change the movement.

The purpose of route options is resilience

I do not need five elaborate routes.

I want:

a preferred route;

a realistic alternative;

and enough local knowledge to adapt if both become impractical.

Do not change routes randomly just to look tactical

If the primary route is clearly the safest and most efficient route, use it.

Protection should reduce risk.

Not create unnecessary inconvenience to perform the appearance of security.

Traffic can create exposure even without a specific threat

Stopped vehicle.

Open windows.

Principal taking calls.

Public visibility.

Someone recognizes the vehicle.

That is simply part of operating in a large city.

Vehicle selection, driver competence, positioning and situational awareness help manage it.

The driver is part of the protective system

I do not view the driver as separate from executive protection.

Even when the driver is not a protector, the driver affects:

timing;

vehicle positioning;

route execution;

communications;

and principal exposure.

Driver briefing should be short and useful

FBO.

Staging.

Principal vehicle.

Primary destination.

Communication contact.

Who changes the route or destination.

What to do if separated from the receiving agent.

No need to give the driver a twenty-page protection plan.

The driver should not freelance schedule changes

Principal says:

“Take me to the restaurant instead.”

That may be completely reasonable.

The protection agent or coordinator should know immediately.

The driver should not simply change the entire movement while everyone else still expects the principal at the hotel.

Closed-loop communication keeps the transfer coherent

“Destination changed to Beverly Hills office.”

“Received.”

Hotel team stood down.

Office notified.

Done.

The destination should be ready before the vehicle leaves VNY

This is where the airport transfer connects to the larger protection program without duplicating the broader visiting-CEO article.

I am not discussing the entire hotel itinerary here.

I care about one question:

Is the first destination ready to receive the principal when the FBO movement begins?

Confirm the destination entrance

Hotels and office towers can have:

main entrances;

valet entrances;

garage access;

loading entrances;

private entrances;

and temporary closures.

Know which one the vehicle is actually using.

Destination confusion destroys a clean airport transfer

The Van Nuys movement is perfect.

Then the SUV reaches the hotel and nobody knows which entrance accepts the principal.

Now the vehicle is stopped while staff make phone calls.

The failure did not happen at the airport.

It still affected the airport transfer.

The first destination ETA should update after leaving the FBO

Real road conditions now exist.

Send the destination team a realistic ETA.

Not the original schedule from this morning.

Private residences need the same coordination

If the principal is moving from Van Nuys directly to a Beverly Hills, Malibu, Calabasas, Westlake Village or other private residence, the residential security team should know:

principal departed airport;

updated ETA;

vehicle identity where required;

guest or passenger information relevant to admission;

and any material security concern discovered during travel.

The estate should not learn the principal arrived when the gate intercom rings

Arrival should be anticipated.

Movement from VNY to a private event requires event coordination

The airport receiving team should know whether:

event access is ready;

vehicle credential is approved;

principal entrance is open;

and event security expects the detail.

Again, the airport handoff should flow into the next controlled environment.

Protective intelligence can change the airport transfer

Suppose the company received a concerning communication while the principal was airborne.

Or a person of concern appears near the scheduled destination.

Or a protest forms outside the first meeting.

The executive protection team needs that information before departing the FBO.

Not fifteen minutes later.

The FBO can become a decision point

Principal is safely inside a controlled environment.

New intelligence arrives.

The team can:

change destination;

change vehicle plan;

delay departure;

or increase resources

before committing the principal to public-road movement.

That is much stronger than discovering the issue after leaving the airport.

Do not turn routine criticism into an airport security event

As always, the response should follow the facts.

Protective intelligence should distinguish:

ordinary public attention;

general criticism;

protest;

persistent unwanted contact;

credible threats;

and physical approach behavior.

Not every mention of the principal changes the airport plan.

A known physical threat may justify a different arrival posture

That could include:

additional personnel;

different vehicle arrangements;

tighter information distribution;

law-enforcement liaison;

or a different immediate destination.

The exact measures should follow the actual threat.

The executive assistant should not have to run the airport operation

The assistant is often indispensable.

They know:

schedule;

passenger changes;

meeting changes;

principal preferences;

and last-minute requests.

But a good protection program should take the security coordination off their shoulders.

Give the assistant one security contact

Flight running thirty minutes early?

Message one person.

Principal wants to change destination?

Message one person.

Additional passenger?

Message one person.

The protection lead coordinates the rest.

Do not make the assistant update three drivers, an FBO and two agents separately

That is how versions of the plan begin to diverge.

Family offices should maintain a private-aviation movement template

For families regularly using Van Nuys, I would standardize the information collection.

Flight

Date.

Domestic or international.

Operator.

Aircraft identification where needed.

ETA.

Passenger count.

FBO

Exact operator.

Exact location.

Contact.

Confirmed handoff procedure.

Ground vehicle

Driver.

Vehicle.

Plate where appropriate.

Protection contact.

Staging location.

Baggage

Quantity.

Responsible party.

Second vehicle if necessary.

Principal

Mobility considerations.

Relevant medical considerations.

Current protective concerns.

Destination

Exact first destination.

Receiving contact.

Entrance.

Updated ETA process.

Contingency

Diversion.

Driver substitution.

Vehicle failure.

Destination change.

Communications failure.

That gives the protection team enough information to build the movement without repeatedly asking the principal’s office the same questions.

A Van Nuys arrival protocol should be simple

Before flight

Confirm FBO.

Confirm exact location.

Confirm vehicle.

Confirm driver.

Confirm passengers.

Confirm destination.

While airborne

Monitor aviation updates through the appropriate flight contact.

Monitor significant protection information.

Update destination team if ETA changes materially.

Before landing

Receiving agent positioned.

Driver confirmed.

Vehicle ready.

Baggage plan confirmed.

Destination ready.

After landing

Confirm actual FBO arrival.

Do not crowd aviation operations.

Maintain the agreed handoff.

Transfer

Principal moves directly to verified vehicle.

Baggage handled according to assignment.

Headcount confirmed.

Departure

Notify relevant destination contact.

Recheck route.

Begin ground movement.

That is enough structure to prevent most avoidable confusion.

Departure from Van Nuys requires a different mindset

Arrivals focus on receiving the principal.

Departures focus on synchronization.

The principal should reach the FBO at the right time relative to:

aircraft readiness;

crew readiness;

international requirements where applicable;

baggage;

passengers;

and any final schedule change.

Do not build commercial-airport wait time into a private-flight departure automatically

Private aviation often allows a much more efficient departure.

That advantage disappears if protection automatically brings the principal an hour early with no operational reason.

Coordinate with the flight department

Aircraft ready?

Fueling complete?

Crew ready?

Passenger paperwork complete?

Baggage ready?

Then move.

Do not make the aircraft wait unnecessarily either

Protection is also operational efficiency.

The principal’s time matters.

The crew’s time matters.

Airport slots or operational considerations may matter.

The detail should support the operation rather than create unnecessary delays.

Multiple passengers change departure control

Principal arrives at 4:00.

Another executive is coming at 4:10.

Family member coming separately.

Who is missing?

Who confirms everyone is present?

Do not make the principal the passenger-accountability system.

Flight crew and protection should know when passenger responsibility transfers

Once the passengers board and the aircraft closes, the protection agent’s movement responsibility may end or change depending on the assignment.

On arrival, the reverse happens.

Clear handoff.

Medical readiness should continue through the aviation transfer

The FBO has emergency resources.

The airport has emergency services.

The protection team should still maintain its own appropriate executive protection medical capability during the movement.

That means the principal does not lose basic medical readiness while transitioning from aircraft to vehicle.

Relevant medication should remain accessible

Do not bury time-sensitive medication beneath six suitcases headed to a different vehicle.

Mobility limitations should be planned before arrival

Older principal.

Recent surgery.

Injury.

Wheelchair.

Do not wait for the aircraft stairs to become the first discussion.

Coordinate with the aviation provider and FBO in advance.

The protection team should know where public safety ends and private care begins

VNY has dedicated Airport Police and airport emergency resources.

If a serious emergency occurs at the airport, activate the airport emergency system.

Executive protection supports the principal until professional responders take over.

What I would audit before accepting a Van Nuys transfer program

FBO identification

Are the correct current facilities and addresses being used?

Flight-to-ground communication

Who provides ETA changes?

Ramp process

Where is the authorized handoff?

Driver authentication

How are identities and substitutions verified?

Vehicle staging

Is it confirmed with the FBO?

Baggage

Who owns it?

Information control

Who receives tail numbers, passenger names and final destinations?

International arrival

Has the ground timeline accounted for CBP?

Diversion

What happens when the arrival airport changes?

Route

Who checks real-time conditions?

Destination

Is the first location ready?

Schedule changes

Who can approve them?

Threat information

Can new intelligence reach the ground team before departure?

Medical considerations

Does relevant capability move with the principal?

If those pieces work, the arrival becomes very simple from the client’s perspective.

What I do not want to see

Driver receives only Van Nuys Airport

Too vague.

Security assumes the old FBO name is still current

Verify it.

Protection SUV assumes it can drive ramp-side

Confirm access with the FBO.

Vehicle changed but nobody told security

Authentication failure.

Principal standing on ramp while baggage is sorted

Assign responsibility beforehand.

Assistant coordinating five people simultaneously

Create one operational security contact.

Everyone receives the full itinerary

Limit information.

Destination expects arrival based on landing time

Use ground-departure ETA.

No diversion plan

Build one.

Every trip uses exactly the same pattern despite elevated threat

Reassess.

Random route changes despite no operational reason

Do not confuse inconvenience with security.

Security interferes with FBO or aviation procedures

Stay in your lane.

How MSB Protection approaches Van Nuys private aviation movements

At MSB Protection, I look at the airport transfer as a controlled handoff.

I do not start with:

“How many agents do we need?”

I start with:

Who is arriving?

What is the risk?

Which exact FBO?

How does that facility want the transfer handled?

Who is driving?

Where is the vehicle?

What is the destination?

What can change?

Who has authority to change it?

Then we build the detail around the actual movement.

Some principals may require a single experienced protector receiving them at VNY.

Others may require:

advance personnel;

multiple vehicles;

additional agents;

protective intelligence;

residential coordination;

or event security.

The answer should follow the principal.

Not the aircraft type.

Not the value of the company.

Not the fact that somebody is flying private.

Private aviation protection should be discreet

The principal should not feel that landing in Los Angeles starts an operation.

Ideally:

aircraft door opens;

known protector is present;

vehicle is ready;

baggage is handled;

principal enters;

vehicle departs.

The planning that made that possible stays behind the scenes.

The first sixty minutes matter more than the appearance of the detail

I care about:

clean handoff;

correct vehicle;

correct destination;

controlled information;

updated route;

and continuity into the next environment.

I care much less about whether the movement looks impressive.

The Van Nuys transfer should connect to the wider protection system

If the principal is moving to a residence, residential security should be integrated.

If the principal continues through California or internationally, travel security should remain connected.

If there is a current threat, protective intelligence should inform the movement.

If the trip begins a multi-day Los Angeles schedule, the executive protection program continues after the FBO.

But the airport transfer itself has a distinct mission:

move the principal from aircraft custody into verified ground transportation without confusion, unnecessary exposure or loss of protective continuity.

What family offices and executive teams can do now

Stop writing Van Nuys Airport as the pickup location

Use the exact FBO and current location.

Verify the FBO for every trip

The 2026 Signature acquisition demonstrates why old contact sheets can become outdated.

Maintain current FBO contact information

Especially when the family regularly uses more than one operator.

Confirm FBO operating hours

Signature West currently operates 24/7, while Signature North currently lists 5:00 a.m. to 9:30 p.m. hours.

Confirm whether the vehicle is authorized for the planned handoff

Do not assume airside vehicle access.

Verify the driver before landing

Name.

Vehicle.

Contact.

Require substitution notification

No unexplained replacement vehicles.

Assign baggage responsibility

Especially when a second vehicle is required.

Keep medication and critical items accessible

Do not accidentally separate them from the principal.

Separate landing ETA from FBO departure ETA

They are not the same thing.

For international flights, incorporate CBP timing

VNY is a CBP general-aviation location with specific arrival and permission-to-land procedures.

Monitor VNY advisories

Runway maintenance, closures or temporary flight restrictions can affect arrival operations.

Create one diversion procedure

Who updates security?

Who moves the vehicle?

Who activates backup transportation?

Limit itinerary distribution

Each provider should receive only what they need.

Preconfirm the first destination

Entrance.

Receiving contact.

Arrival procedure.

Update the destination only after the principal departs VNY

Then the ETA is based on the actual movement.

Give the executive assistant one protection contact

Do not force support staff to coordinate the operation themselves.

Review known threats before arrival

Especially if the principal is highly public or the trip involves a controversial event.

Review the first route shortly before departure

Use current conditions.

Keep an alternate route available

Without creating random movement for appearance.

Standardize the arrival template

Flight.

FBO.

Driver.

Vehicle.

Baggage.

Destination.

Contingency.

Frequently asked questions

Why is Van Nuys Airport popular for private aviation?

Van Nuys is dedicated to noncommercial aviation and serves private, corporate and government users. Los Angeles World Airports says the 730-acre airport contains more than 200 businesses and two parallel runways, including an 8,000-foot primary runway.

Is Van Nuys one private terminal?

No. Multiple FBOs operate at different locations around the airport. The exact FBO and address should be confirmed for each flight.

Which FBOs operate at Van Nuys?

Van Nuys Airport currently lists Clay Lacy Aviation, Jet Aviation, Signature and the former Castle & Cooke facility among its major FBO locations. Signature announced in September 2026 that it acquired Castle & Cooke at VNY and renamed that facility Signature Van Nuys North.

Where is Signature Van Nuys West?

Signature currently lists VNY West at 7240 Hayvenhurst Place, Van Nuys, and says the facility operates 24 hours a day, seven days a week.

Where is Signature Van Nuys North?

Signature currently lists VNY North at 7415 Hayvenhurst Place with operating hours of 5:00 a.m. to 9:30 p.m. local time.

Where is Clay Lacy at Van Nuys?

Clay Lacy currently lists its Van Nuys FBO at 7435 Valjean Avenue and states that it operates 24/7.

Does Jet Aviation operate at Van Nuys?

Yes. Jet Aviation operates a Van Nuys FBO and executive terminal and advertises domestic and international handling, fueling, hangarage and 24-hour security.

Can an executive protection vehicle drive directly to a private aircraft at Van Nuys?

Not simply because the client wants ramp-side pickup. Airfield vehicle access is controlled by Van Nuys Airport and the relevant FBO. The transfer location and vehicle access should be confirmed with the FBO in advance.

Why is ramp access controlled?

The airfield is an active aircraft operating environment. Vehicle access is restricted for both safety and security, and VNY maintains specific driver and vehicle authorization programs.

Should an executive protection agent meet the principal at the aircraft?

When the facility authorizes that arrangement and it fits the protection plan, it can create a very clean handoff. In other circumstances the principal may transfer through the FBO terminal. The exact procedure should be confirmed in advance.

Should the family office tell the driver only Van Nuys Airport?

No. At minimum, the exact FBO and current facility location should be provided.

How should the protection team verify a private driver?

Before arrival, confirm the driver’s identity, vehicle and contact information through the approved transportation provider or family-office channel. Uncommunicated substitutions should be independently verified before the principal enters the vehicle.

Should security verify the vehicle license plate?

It can be one useful identifier when appropriate, but it should not be the only method. Vehicle make, model, driver identity, company and communication through a known channel provide a stronger picture.

What happens if the assigned vehicle changes?

The change should be communicated through the established transportation or family-office channel before the handoff. The protection team then updates its vehicle information.

Should the driver use a sign with the principals name?

For a high-profile or privacy-conscious principal, I generally prefer a preverified handoff that does not unnecessarily advertise the person’s identity.

Who should handle the luggage?

That should be determined in advance based on passenger count, luggage volume and staffing. The person immediately responsible for close protection should not automatically become responsible for every bag.

What if all the baggage does not fit in the principal vehicle?

Use a planned second movement or baggage vehicle and assign clear responsibility for it. Sensitive items or necessary medication may need to remain with the principal.

Can international private aircraft arrive at Van Nuys?

Yes. CBP lists Van Nuys as a general-aviation airport where inspection services are available, subject to applicable operating hours, advance information and permission-to-land procedures.

What is eAPIS?

CBP’s electronic Advance Passenger Information System is used for required passenger and crew manifest information for general-aviation flights arriving in or departing from the United States. The aircraft operator handles that process.

Does an international VNY arrival take longer than a domestic arrival?

It can. Border processing requirements may affect when the principal is available for the ground transfer, so security and drivers should not assume that landing time equals departure time.

Should the protection team know the aircraft tail number?

When operationally necessary, yes. But it should remain need-to-know travel information rather than being distributed broadly.

Is private-aircraft tracking a security concern?

For some high-profile principals, publicly associated aviation patterns can contribute to a larger picture of movements. The significance depends on how identifiable the aircraft-principal relationship actually is and whether there is a current threat.

Should a principal always use different FBOs or routes?

No. Variation should follow actual risk. Randomizing everything without a reason can create inconvenience without meaningful security benefit.

What if Van Nuys becomes unavailable?

The aviation provider determines the appropriate alternate airport. The protection program should have a diversion process for relocating or replacing transportation and updating the principal’s first destination.

Does Van Nuys publish airport closure information?

Yes. VNY publishes airport advisories and construction information. Its 2026 notices have included runway maintenance, closures and temporary flight restrictions.

Does Van Nuys have airport police?

Yes. Van Nuys Airport states that its Airport Police Bureau provides dedicated 24-hour patrols and other services for airfield security.

Does strong FBO security eliminate the need for executive protection?

No. FBO security protects the aviation facility. Executive protection maintains continuity around the principal as the person moves from the aircraft into vehicles, public roads, hotels, residences, offices and events.

When is the most exposed part of a private aviation arrival?

It depends on the principal, but transition points deserve particular attention: aircraft to vehicle, FBO exit to public roadway and vehicle to the first destination.

What should happen if new threat information arrives while the principal is airborne?

The protection lead should assess whether it materially changes the arrival, vehicle plan, destination or protective posture and make those decisions before the principal leaves the controlled airport environment where possible.

Should a visiting CEO have security at Van Nuys even without a known threat?

Not automatically. Staffing should follow the executive’s profile, schedule, public exposure, company environment and current risk. Some executives may only require discreet receiving protection and professional transportation.

How far in advance should a Van Nuys transfer be planned?

As soon as reliable flight and destination information is available. The exact lead time depends on complexity, but vehicle, driver, FBO and handoff arrangements should not be left until after landing.

What happens when the principal changes destination after landing?

The team should adapt. Confirm the new destination, update relevant receiving personnel, review the new ground movement and proceed when the plan is operationally sound.

Should protection refuse unscheduled stops?

Not simply because they are unscheduled. Professional protection needs to adapt to how executives actually live and work. The team should understand the changed environment and adjust accordingly.

How does Van Nuys FBO protection differ from general Los Angeles executive protection?

FBO protection is specifically concerned with the aviation-to-ground transition: exact terminal identification, airside access, driver authentication, vehicle staging, baggage, international-processing timing, diversion contingencies and the first departure from the airport. The broader executive-protection program covers the principal’s continuing schedule throughout Los Angeles.

Does MSB Protection provide Van Nuys executive protection?

MSB Protection provides executive protection and private-security services for HNW and UHNW clients throughout greater Los Angeles, Beverly Hills, Malibu, Calabasas, Westlake Village, Thousand Oaks and surrounding Southern California markets. Van Nuys private-aviation arrivals can be integrated with ground transportation, destination advance work, residential protection and ongoing travel security based on the client’s requirements.

Final thoughts

Private aviation is one of the cleanest ways to move a principal into Los Angeles.

That is exactly why the transfer should not be treated casually.

The aircraft is controlled.

The FBO is controlled.

The ramp is controlled.

Then the aircraft door opens and the protection problem starts changing rapidly.

Who is receiving the principal?

Where is the vehicle?

Is that the correct driver?

Did the transportation provider make a substitution?

Who has the bags?

What changed while the aircraft was airborne?

Did the flight arrive at the expected FBO?

Has the destination changed?

Is the first route still practical?

Does the residence, hotel or office know the updated arrival time?

Those are not complicated questions.

But when nobody has answered them beforehand, the principal becomes part of the problem-solving process.

I do not want that.

I want the principal to experience a very simple sequence:

land;

step off aircraft;

see the right people;

enter the right vehicle;

leave.

Behind that simple movement should be a verified chain.

Correct FBO.

Correct handoff point.

Authorized airside access.

Verified protection agent.

Verified driver.

Verified vehicle.

Assigned baggage responsibility.

Controlled travel information.

Current destination.

Current ground conditions.

Backup plan.

That is the part of private aviation protection people often do not see.

And that is exactly how it should be.

Van Nuys already provides the advantages of a professional private-aviation environment.

The executive-protection program should preserve those advantages all the way through the transition to Los Angeles ground movement.

The critical question is not simply:

Did the aircraft land safely?

The next question is:

What happens from the moment the door opens until the principal is inside the next controlled environment?

That is the Van Nuys FBO protection problem.

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About Michael Braun

Michael Braun is a former Special Unit Operator, former Manager at Gavin de Becker & Associates, and Founder & CEO of MSB Protection, an executive protection and residential security firm serving high-net-worth and ultra-high-net-worth clients.

Braun has built his career at the intersection of specialized protective operations, executive protection, residential security, protective intelligence, and security risk management. His experience spans special-unit operations, leadership within Gavin de Becker & Associates, and the development and oversight of private protection programs within demanding UHNW environments.

He has been recognized by The Top 100 Magazine as a leading CEO in the private security field and is the subject of an upcoming Marquis Who’s Who feature highlighting his leadership and contributions to the profession.

Today, Braun is recognized for his work in executive protection, UHNW estate security, residential protection, protective intelligence, adversarial security assessments, and security auditing throughout Beverly Hills and Southern California.

His work focuses on moving private security beyond simply “providing a body” and toward intelligence-led, risk-based protection programs designed to identify vulnerabilities before an adversary can exploit them.

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Looking for Executive Protection or Residential Security Services?

If you are a high-net-worth or ultra-high-net-worth individual, family office, estate manager, chief of staff, or executive in Beverly Hills, Los Angeles, Malibu or Southern California, MSB Protection provides executive protection, residential security, 24/7 protection, protective intelligence, medical-readiness planning, and security risk management.

We evaluate the complete security environment, from threat exposure and residential vulnerabilities to personnel, technology, procedures, protective intelligence, and emergency response, and build a program around the risks that actually exist.

Contact us for a confidential consultation or message us at +1 (805) 285-2807.