Asian Academy of Management Journal, Vol. 18, No. 1, 1 –17, 20.docx

Asian Academy of Management Journal, Vol. 18, No. 1, 1 –17,
2013
© Asian Academy of Management and Penerbit Universiti Sains
Malaysia, 2013
CHALLENGES TO TOYOTA CAUSED BY RECALL
PROBLEMS, SOCIAL NETWORKS AND DIGITISATION
Jay Rajasekera
International University of Japan
Graduate School of International Management
Minamiuonuma City, Niigata, Japan 949-7277
E-mail: [email protected]
ABSTRACT
The recent recall problems that shook Toyota raised questions
about the company's
openness with the public. Media attention and the intervention
by governments in
Toyota's largest markets in North America, Europe, China, and
Japan kept Toyota's
management in the spotlight. The crisis also exposed the power
of social media. Although
authoritarian regimes can control social media, public

companies cannot. They have to
live with it by either countering effectively when a crisis begins
to brew or suffering the
consequences when it grows out of proportion. If Toyota
manages social media
strategically, can it overcome the recall debacle and protect the
reputation it has built
over decades as the top-quality automaker in the world? What
challenges does the
increasingly digitalised auto industry present to Toyota? These
are the main subjects of
this paper.
Keywords: social media, crisis management, Toyota, recall,
social networks, Facebook,
Twitter, digitisation
INTRODUCTION
Social media, including social networking sites (SNS) such as
Facebook and
Twitter, have added new meaning to the spread of news and
information.
Whereas traditional information channels, such as newspapers,
radios and TV, are
one-way mediums, the dawn of the Internet and social media
has made
communication a two-way medium. The lack of official control,
supervision and
regulation has fuelled a social media frenzy, which has proven
to be an effective
method of rallying crowds for any significant (or even
insignificant) issue.

The recent bans on Facebook and other types of social media by
certain
governments are proof that social media cannot be ignored.
Although
authoritarian governments can resort to such drastic methods,
public corporations
cannot afford to do so. Corporations have no other option than
to live with social
media phenomena, either countering them effectively when a
crisis begins to
brew or suffering the consequences when it grows out of
proportion.
Jay Rajasekera
2
In this context, it is interesting to explore how recall-troubled
Toyota has handled
social media and what options are available for Toyota to
prevent the situation
from going out of control and harming the worldwide reputation
as a top-quality
automaker that the company has worked for decades to develop.
Toyota's recall exposed some "digitisation" in the automobile
industry as well.
Digital technology in the music and video industries and its
exploitation by Apple
in the Internet and social media essentially pushed Sony, an old
industry
heavyweight, to the sidelines (Rajasekera, 2010; Chang, 2008).
Could the same
thing happen to Toyota? Could a newcomer exploit digitisation

in automobiles, in
conjunction with the Internet and social media, to dethrone an
established giant
such as Toyota?
The Recall Crisis at Toyota: Rise and Fall
Since its founding in 1937, Toyota Motor Corporation has
strived to build quality
automobiles. Capitalising on the Japanese concept of Kaizen, or
continuous
improvement, and Just in Time (JIT), the company has built a
worldwide
reputation for manufacturing affordable quality automobiles.
Considered a
conservative company, Toyota capitalised on quality and
competed directly with
established and well-known brands in Europe, the U.S. and
elsewhere (Morgan &
Liker, 2006; Magee, 2007).
Figure 1. In the last decade, Toyota rapidly increased its market
share
(Source: WardsAuto, 2010)
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Challenges to Toyota Caused by Recall Problems
3
After its entry to the U.S. market in 1957, it took Toyota more
than 40 years to

take a 10% share of its most important U.S. market. Toyota has
seemed more
focused on rapid growth since the beginning of the last decade
(Figure 1). Almost
50 years after entering the U.S. market, the Japanese company
surpassed Ford
and Chrysler in 2007 to become the second most popular
automotive brand in
America. The year 2007 was also a landmark year for Toyota
because the
company earned US$15.1 billion in profits, the largest amount
in the company's
history and the largest ever for a Japanese company.
The next year, 2008, was a recession year worldwide, and
automobile sales
dropped everywhere. However, Toyota managed to increase its
global market
share and became the largest automaker in the world, a record
held by GM for 77
years (Time Magazine, 2010a).
Although Toyota became the world's largest automaker, the No.
1 spot did not
bring much solace to the company. After reporting a record
profit the year before,
the global recession of 2008 brought bad news to Toyota: the
company reported
the first loss, US$1.5 billion, in its corporate history.
Financial loss aside, the larger shock for Toyota was the
seemingly unstoppable
stream of recalls that accompanied a streak of emotionally
charged accidents,
including 52 deaths allegedly attributed to a sudden acceleration
problem (CBS

News, 2010).
Recalls are nothing new for the automotive industry, especially
in the U.S., where
the first recall law went into effect in 1966. Over a span of
approximately 40
years, 400 million motor vehicles, including cars, buses and
motorcycles, were
recalled in the U.S. alone, according to U.S. government data
(National Highway
Traffic Safety Administration [NHTSA], 2010). Thus,
approximately 10 million
vehicles, on average, are recalled every year for various
reasons. What made the
Toyota case different was the significance of the image that the
company had
produced for itself over the years and the damage to the
perceived notion that the
name Toyota meant quality.
It was almost 50 years ago, in 1961, that Toyota addressed the
importance of
product quality in its adoption of "Total Quality Control" as a
way to compete
against well-established car manufacturers (Toyota Motors
Corporation, 1961;
Ohno, 1988). Damage to the reputation that Toyota had built
since that time
stunned the general public; especially the Japanese, for whom
Toyota is the
commercial face that proudly represents the country to the
outside world.

Jay Rajasekera
4
Figure 2. Sudden jump in Toyota's safety-related recalls
(Source: Minto, 2010; author's research)
The vehicle recall law divides recalls into two categories
depending on the type
of defect: a defect related to safety (one that can cause injury or
death) and a
defect not related to safety (such as a defective radio or air-
conditioning system).
The defects in Toyota vehicles that allegedly caused a number
of deaths were
related to safety and thus are considered serious (Figure 2). The
unprecedented
media coverage around the world was due to Toyota's brand
name, its newly
acquired title as the "No. 1 automaker in the world," and its
rather lethargic
response time to the incidents, some of which reportedly
happened several years
earlier.
On 21 January 2010, media around the world began presenting
the stunning news
of Toyota's recall of 2.9 million vehicles in addition to the 3.9
million recalled
just a few months earlier. The reaction from all corners,
including Toyota's own
customers, the general public, politicians, and the financial

markets, was
unprecedented in Toyota's history (Figure 3). The total number
of Toyota's recalls
related to the serious safety defect connected to sudden
acceleration would
eventually climb to 8.6 million globally (Minto, 2010; CNN
Online, 2010).
Safety-related recalls
5
Figure 3. Recalls cost Toyota 20% of market value
(Source: NYSE [New York Stock Exchange], 2010)
Toyota, the company that made "Total Quality Control,"
"Quality Circles" and
the "Toyota Way" mantras for any CEO, suffered a severe
setback to its long-
cultivated image.
In the U.S., where recalls of all types, from drugs to baby food
to dog food, were
nothing new, the media were quick with sensational stories
linked to the now-
infamous "sudden acceleration" problem.

With the Internet and social media such as Facebook and
Twitter in full force, the
negative news spread at unprecedented speed to Europe, China,
and around the
world, including Toyota's home market of Japan. Toyota may be
facing the
greatest challenge to its future. The consequences could be
severely damaging
unless Toyota reacts prudently.
WHAT TOYOTA HAS TO PROTECT
The world's automobile industry is undergoing historic changes.
In the U.S., the
major story is the bankruptcy of two of the "Big Three"
automakers amid a
historic recession; both GM and Chrysler are operating under
U.S. government
control. For decades, these two companies, along with Ford,
defined America's
manufacturing prowess. However, almost half a century since
its entry to the U.S.
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Toyota Ford
Honda
Jay Rajasekera
6
market, Toyota had become the top auto manufacturer globally
and was on the
verge of becoming the market leader in the U.S. by overtaking
GM.
The auto industry has become extremely competitive, with new
low-cost
automobile manufacturers, such as Chery and Tata, entering the
scene from China
and India, respectively. Korea's Hyundai has built new factories
in the U.S. and is
competing aggressively with the established Japanese
automakers (CBS News,
2010).
With significantly decreased sales due to the global recession,
there is no room
for any automaker, no matter how well positioned it has been, to
make a mistake.
Toyota's position as the global leader means that it has the most
to lose from a

recall as severe as the one that just occurred.
In the U.S., where hordes of lawyers are waiting eagerly to help
victims or their
families against Toyota, financial and punitive damages may be
severe.
The usual apologies characteristic of Japanese companies can
only go so far. As
soon as the large recall of 2.3 million vehicles was announced
in January 2010,
Toyota ordered dealers to temporarily suspend the sales of eight
models involved
in the recall for a sticking accelerator pedal. Moreover, to
maintain a balance of
inventory, several factories had to be closed for specific
periods.
Nonetheless, the greatest challenge for Toyota is to maintain the
public trust.
Voluntary recalls, if conducted in a timely manner, can help to
boost trust in a
company, as was the case in previous Toyota recalls. However,
the situation was
different this time because the company was forced by the U.S.
government,
which had received a significant influx of complaints. This
forced recall did not
create a positive image for Toyota's reputation, which had been
created
meticulously over several decades through a carefully planned
strategy and
public relations campaigns.
Since the days of so-called "Japan Bashing" in the U.S. during
the 1980s, Toyota

had endeavoured to create an image of an all-American
company by designing
and building its cars in the American heartland. Toyota's
factories provide direct
employment to 35,000 Americans and indirect employment to
approximately
115,000 Americans through its 1,400 dealerships, according to
company
information (Toyota USA, 2010a). Over a 50-year period,
Toyota claims to have
invested US$17 billion in the U.S., and its dealerships have
invested another
US$15 billion. Toyota has aggressively promoted "social
contribution activities
that help strengthen communities and contribute to the
enrichment of society" not
only by itself but also through its suppliers and dealer networks
(Toyota Motors
Corporation, 2009).
7
Toyota has enormous brand value in the U.S. The reputed JD
Power often ranks
Toyota vehicles near the top in terms of quality. Even in its
most recent ranking,
Toyota received four first-place awards, more than any other
automotive brand.
Furthermore, the U.S. is Toyota's most profitable overseas
market. Consequently,
there are high stakes for Toyota if the recall is not handled
carefully.

CRISIS MANAGEMENT
Since its founding in 1933, Toyota has weathered numerous
crises. Although the
present crisis did not force the resignation of Toyota's
president, previous
situations have led to the downfall of the company's upper
management; for
example, the founding president, Kiichiro Toyoda, resigned in
1950 to take
responsibility for a labour dispute and sagging sales during a
severe Japanese
recession (Hosoda, 2009; Magee, 2007). Another crisis,
Toyota's first corporate
loss since the 1950 crisis, forced the departure of the then-
president Katsuaki
Watanabe, bringing Akio Toyoda, the current president, to the
top post at Toyota.
With only one year of job experience as president, Akio
Toyoda, armed with an
MBA from a U.S. business school, faced perhaps the most
difficult task in his
business career when he was called to testify before the U.S.
Congress on 23
February 2010. Already under fire by the U.S. media for not
apologising early or
sufficiently, his performance, broadcast live around the world,
was a defining
moment for Toyota and for corporate Japan. Did he apologise
sufficiently? Was
his performance sincere? Did it look like he was trying to
conceal something?
The verdict may be yet to come because the response is not

delivered only by TV
or newspapers.
In a survey conducted by the TV broadcaster CBS News in the
U.S. following
Mr. Toyoda's testimony, the public did not rate Toyota's
explanation very
positively: overall, only 27% believed that Toyota was telling
the truth, and
almost 50% said that Toyota was hiding something (CBS News,
2010).
In a case reminiscent of the Toyota crisis, Audi, the high-end
German automaker,
had to manage a recall catastrophe in 1986 caused by sudden
acceleration of its
automobiles sold in the U.S. Of course, the Internet was non-
existent at that time,
and television was the most prominent media. It was believed
that Audi did not
handle the media properly, and the public became distrustful of
the company. It
took fifteen long years for Audi to improve its sales to the level
prior to the recall
(Figure 4).
Jay Rajasekera
8

Figure 4. Audi took 15 years to recover from U.S. recall
(Source: WardsAuto, 2010; author's research)
Toyota is quite a different company compared to Audi. Toyota
is well established
in the U.S. market and has a loyal customer base in the millions.
With thousands
of Americans designing and building automobiles within the
U.S., Toyota has
cultivated a loyal following that includes some key politicians
from the heartland.
In fact, several of these politicians came forward during this
crisis to tone down
the U.S. government's outcry against Toyota's allegedly slow
response.
The media itself has undergone dramatic changes since the Audi
debacle in 1986.
With the explosion of the Internet, media has become much
more interactive.
Social media, such as Facebook and Twitter, have demonstrated
that people rely
on them during crises. As a corporate utility, social media is an
excellent way to
disseminate company messages to the public (Qualman, 2009).
Alternatively,
social media, if properly used, is a way to keep an eye on the
public mood when a
significant issue occurs that affects a large number of people,
such as the present
recall, which raised emotions among many of Toyota's
customers.

POWER OF SNS
Social networking sites, or SNSs, are web portals that allow
users to become
members and create their own profiles. SNSs also allow
members to form
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9
relationships. Members can post and share messages, photos,
and videos
instantly, and members have the option of making these
postings available only
to the member's friends or to general members of the SNS
(Knoke & Yang,

2007).
Social networking sites can be used as community-based Web
sites, online
discussion forums, chat-rooms, and spaces to discuss a certain
social topic. One
recent example in which SNSs were cited as a playing a critical
role is the so-
called "Arab Spring," which saw many entrenched regimes in
the Arab world fall
due to popular uprisings fuelled by social media (Ghannam,
2011).
With more than 800 million active users around the world,
Facebook is the most
dominant SNS in existence today. If Facebook were a country, it
would be the
third most populated in the world, behind only China and India
(http://www.insidefacebook.com). Facebook originated in the
U.S. in 2004 and
has grown dramatically. With more than 150 million active
users, the U.S. is its
largest customer base. Non-English-speaking countries, such as
Indonesia,
Turkey, Mexico and Brazil, each have more than 25 million
active subscribers to
Facebook (http://www.insidefacebook.com). Fearing the power
of Facebook to
gather crowds, some countries have censored access to
Facebook.
Other SNSs that have gained wide popularity are YouTube and
Twitter. YouTube
allows videos to be shared. Owned by Google, it is said that
YouTube receives
more than 3 billion views per day, and close to 50 hours of

videos are uploaded
by members every minute (Henry, 2011). Twitter, which
originated in the U.S. in
2006, has over 300 million active users worldwide. Twitter is an
SNS for short
messaging and has become quite popular in the case of
disasters, such as
earthquakes, when regular phone lines are disrupted (Sakaki,
Okazaki, & Matsuo,
2010).
With the prominent role of SNSs as media where any popular
topic can galvanise
a movement, it would be wise for Toyota, with its large
customer base
worldwide, to consider using it.
TOYOTA'S SNS STRATEGY
With manufacturing operations in 27 countries and a dealer
network in 170
countries, Toyota is a giant organisation. In any large
organisation, media releases
for newspapers, television, or SNSs such as Facebook, Twitter,
or YouTube must
be coordinated carefully to prevent public confusion. Indeed,
Toyota seems to
have realised the importance of SNSs early on. As soon as the
recall crisis began
receiving media attention, Toyota quickly put together an
"Online Newsroom"
Jay Rajasekera

10
and a "social media strategy team" to coordinate all the media
releases from
different organisations of the company, such as public relations,
customer
services and dealers (Toyota USA, 2010b).
The SNS sites Toyota is operating include the following:
1. Facebook: www.facebook.com/toyota
2. Twitter feeds: www.twitter.com/TOYOTA
3. YouTube: www.youtube.com/toyota
4. YouTube USA: www.youtube.com/user/ToyotaUSA
5. Pressroom Toyota: www.pressroom.toyota.com
In addition to Toyota's own efforts, anyone interested in
expressing an opinion
has the option of using any SNS media to exchange opinions.
On Facebook itself,
the author found ten active anti-Toyota social groups (more
detail later in this
section).
Reasoning that the company had not had a major backlash from
its customers,
especially in the U.S., where media was providing sensational
coverage around
the clock, Toyota stated that it had increased the number of
customers on its
Facebook page. It is true that Toyota fans to this SNS site
increased by
approximately 10% monthly. However, all of the other major

U.S. brands had
also been adding fans to their Facebook SNS sites (Figure 5).
Figure 5. Ford and Hyundai adding fans faster on Facebook
(Source: http://www.insidefacebook.com; author's research)
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Toyota on Facebook: Growth of Number of Fans
Toyota GM Ford Hyundai
Hyundai is the winner on Facebook

11
In terms of the number of fans, GM is the leader on Facebook,
followed by Ford,
with Toyota at number three. However, the up-and-coming
Korean automaker
Hyundai is adding fans at the fastest rate. Thus, Toyota's claim
that it does not
observe customers losing faith or abandoning the company may
be a premature
judgment.
A key advantage of tapping into SNS is that a company can
gather nearly real-
time information about customers' feelings or complaints.
According to a recent
study, consumers use SNS when making decisions to buy
automobiles (Chen,
Fay, & Wang, 2011). However, the automobile industry in
general has not
significantly used SNSs as major communication media (MH
Group, 2009), with
the exception of fan clubs. A Toyota fan club, such as the one
on Facebook, may
not reflect all sides because the people who join the club are
likely to already
have a positive opinion about the brand or the company.
In fact, the recall process produced quite a few SNS groups
attacking Toyota. The
company may want to periodically tap into such groups to
follow up on their
messages. On Facebook itself, one can find more than ten such
SNS groups, with

revealing names such as "anti-Toyota," "anti-Toyota Prius
Group!," and "anti-
Prius movement" (Facebook, data on 26 May 2010). However,
the total number
of members of these groups is quite small, less than 1% of the
number on
Toyota's official Facebook SNS. Toyota may be concerned
about the growth of
the membership of these SNSs and the rate at which members
post messages as
well as the content of these messages.
One SNS site that was in operation well before the current
round of recalls
threatened Toyota is a public site called PRIUSchat
(http://priuschat.com/). It is
interesting to observe the traffic and the number of SNS groups
on this site
(Figure 6).
Jay Rajasekera
12
Figure 6. Number of messages increases with bad news
(Source: http://priuschat.com/; author's research)
The peak observed in the traffic line on this exhibit is the result
of a sudden recall
announcement associated with one of Toyota's most popular

hybrid models, the
Prius. A careful analysis of these messages can explain the
seriousness of this
concern.
LONG-TERM EFFECTS OF SNSs ON TOYOTA
A comparison of traffic to Toyota's SNS site and anti-Toyota
sites on Facebook,
as explained in the previous section, reveals that Toyota
strategically managed its
SNS media with regard to the current recall. However,
associated problems with
the recall have brought to light a more serious threat that is
directly related to the
digitisation of the automobile (Figure 7).
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Number of messsages peak
when bad news spreads
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Figure 7. Automobiles are increasingly becoming digitised
(Source: Chang, 2008; Whitfield, 2002; author's research)

With the advances of the computer, automobile manufacturers
around the world
adopted many computerised methods to control and optimise the
function and
performance of their vehicles. This is very similar to what
occurred when analog
music devices gradually became digital. Sony was clearly the
leader in analog
music, but, by strategically exploiting SNSs and software,
Apple came from
nowhere to lead the digital music world. Could Toyota
experience something
similar?
Despite the long span of time that the recall problem has
threatened Toyota, the
cause of the problem or problems remains somewhat unclear.
Blame has often
been placed on a faulty electronic system. The National
Highway Traffic Safety
Administration has sought the help of NASA and the National
Academy of
Sciences in the U.S. to identify the problem (Time Magazine,
2010b).
A modern automobile has several systems that are controlled
digitally by
computer chips and software:
1. Electronic Throttle Control
2. Electronic Stability Control
3. Electronic Brake Control
4. Electronic Fuel Injection
5. Electronic Speed Control

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Jay Rajasekera
14
Of course, there are many other functions, such as air
conditioning and safety
monitoring, that may be controlled by a computer mechanism. It
is said that a
modern automobile has, on average, 70 to 100 microprocessors
and millions of
lines of software code (Charette, 2009; ScienceDaily, 2010).
Although there are common electronic parts used across many
manufacturers,
some key control systems are proprietary. Whether a problem
with these systems
is hardware-related or software-related, customers have no
choice but to take the
whole vehicle to a dealer. In Toyota's sudden acceleration
problem, some experts
suggested that the problem could be a software problem. When
such a software

problem occurs in a modern electronic device, the solution can
often be
downloaded from the Internet quickly and easily. Although
there are onboard
diagnostic systems in vehicles, including Toyota's problem
models, accessing
them often requires taking the car to a dealership.
If a car behaves like a modern electronic gadget that is
connected to the Internet –
and automobiles are increasingly becoming web-enabled – the
problems can be
monitored to varying degrees in real time, and fixes can be
accomplished cheaply
and swiftly. This may present a threat to an established player
such as Toyota.
In 2005, Toyota was embarrassed by several recalls. In Japan,
the total number of
recalls, including Toyota's, multiplied 40 times in comparison
with 2001 levels,
causing serious concern to the Japanese government. The
government asked
Toyota for an explanation, and the company promised to create
a defect-reporting
database so that it could monitor vehicle-related complaints
from customers in a
timely manner.
However, the current problems with Toyota revealed that either
the company did
not create a system to accumulate data into such a database or
the company did
not pay attention to the data gathered in this database in a
timely manner.

In his testimony to the U.S. Congress, President Toyoda
admitted that the
company was growing too fast and that it may have focused on
selling cars rather
than paying sufficient attention to quality. According to a
statement from a
Toyota employee union, only 60% of vehicles are completely
tested at the final
stage, compared to 100% a few years ago. It is possible that
Toyota did not pay
sufficient and timely attention to customer complaints and may
not have analysed
the complaint database (if it had one) carefully.
For the company that pioneered Just-in-Time manufacturing,
Toyota's response to
the faults and problems was far from being JIT. This situation
may present new
opportunities for companies that have the means to observe
customer behaviour
almost in real time, such as through Facebook and Google.
15
Toyota's situation is similar to the situation at Sony. The
company was growing
rapidly in the areas of television and music CD players, but it
did not realise the
importance of the Internet and social media or that its customers
were moving to
such sites. Apple saw the opportunity and seized it, and the rest
is history.

Whether a similar thing could happen to Toyota and whether
Toyota can prevent
a demise like the one Sony experienced remain open questions.
CONCLUSION
Although recalls are not new for automobile companies,
including Toyota, the
recalls since 2009 were the largest in Toyota's history. The
historic crisis created
by these recalls raised many questions about the openness of the
company. In
particular, the delay by the company's president Akio Toyoda in
providing
explanations raised public doubts about the company's sincerity.
The crisis also
exposed the power of social media. SNSs had recently gained
prominence in
rallying audiences around hot social issues, and Toyota seemed
to have realised
their importance early on. Based on the data collected on
Facebook, Toyota did
well; even during the crisis, Toyota managed to add fans to its
Facebook site.
However, observing one's own performance on an SNS does not
tell the whole
story. Toyota must carefully watch its competitors. As shown in
this analysis, the
Korean automobile company Hyundai is adding fans to its SNS
at the fastest rate.
There must be a reason for this growth, and Toyota will be
challenged to find it.
Another challenge to Toyota, as highlighted in this study, is the
digitisation of

automobile functionalities, which is increasing rapidly. Even
the recall problems
in Toyota vehicles were believed to be related to digitisation.
The solutions for
these problems are software issues. This is where SNSs can
again play a key role.
Apple used SNSs and software applications (called apps, in
Apple's terminology)
to unseat Sony from the music gadget industry. Unless Toyota
realises this, it
could face serious challenges to its supremacy in the world
automobile industry
from existing or new automakers.
ACKNOWLEDGEMENT
Author would like to express his sincere appreciation to Mr.
Oscar Manuel
Mendoza, MBA Class of 2010, International University of
Japan, for the
numerous and constructive comments made on a draft version of
this paper.
Jay Rajasekera
16
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Which is an approach for mitigating tampering?
a.
Tripwire
b.
Reference monitor
c.
Both A and B
d.
Neither A nor B
The high-trust side of an API needs to do the following:
a.
Disconnect users after 5 minutes
b.

Perform all security checks inside the trust boundary
c.
Both A and B
d.
Neither A nor B
Which is an audience for external security notes?
a.
Agents
b.
Customers
c.
API Callers
d.
Both B and C
Which is an approach for mitigating denial of service?
a.
DNS hosting
b.
Stenography
c.
Traffic filtering
d.
All of the above
Which is an approach for mitigating spoofing?
a.

Two-factor authentication
b.
Kerberos authentication
c.
Both A and B
d.
Neither A nor B
Good security design involves:
a.
Hiring brilliant programmers
b.
Both C and D
c.
Enforcement of the customer/vendor trust boundary
d.
Minimizing risk through appropriate design
Which is an approach for mitigating repudiation?
a.
Device fingerprinting
b.
IP address geolocation
c.
IPSEC
d.

Both A and B
Which is the best way to address threats to a system?
a.
IP Filtering
b.
Standard, well-tested products and features
c.
Customer solutions
d.
A but not C
What is the most important task that designers of new
technology can perform?
a.
Implement SHA-3
b.
Keep their design secret
c.
Isolate their solution from the Internet
d.
Define and communicate trust relationships
The best time to threat model is:
a.
Both B and C
b.
At the start of a project

c.
As you work through the features
d.
B but not C

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