Long security lines snaked into baggage claim areas and parking garages at some U.S. airports over the weekend, a possible indicator of more widespread travel problems as the latest government shutdown drags on.
That kind of disruption, while not yet widespread, is not a concern that typically surfaces at San Francisco International Airport, the largest of nearly two dozen U.S. airports where screening checkpoints are staffed by private contractors under a little-used federal program that allows airports to outsource security screenings while maintaining TSA oversight.
Because contractors’ pay comes from a federal contract, it often continues even when the government shuts down.
“The money’s already been allocated, the payments have already been made, and that continues without interruption,” SFO spokesperson Doug Yakel told the Associated Press. “That is a very nice place to be.”
The contrast draws attention to a long-running debate in the aviation industry: Can private contractors operating under TSA oversight provide a stopgap — and shield airport security operations from the political impasses that can disrupt U.S. air travel?
Some aviation experts see the TSA screening program as a potential model for keeping security lines moving with fewer disruptions during shutdowns. At SFO, that system helped maintain screening operations during last year’s record 43-day shutdown, Yakel said.
But critics caution that privatization is not a silver bullet and could introduce new risks. The union representing federal screeners argues that moving operations to private companies could erode job protections and reduce pay and benefits for workers already facing high turnover amid demanding conditions.
How the program works
Established in 2004, TSA’s screening partnership program allows airports to use private security companies chosen by the federal government to run checkpoints while TSA retains authority over procedures and oversight. The agency says private screeners receive the same security background checks as their federal counterparts.
The program “provides needed relief to staffing shortages brought on by a government shutdown,” TSA said in a statement to AP.
In addition to SFO, other participating airports include Kansas City International Airport, Atlantic City International Airport and Orlando Sanford International Airport.
The vast majority of the nation’s roughly 400 commercial airports, meanwhile, rely on federal screening officers employed directly by TSA. During shutdowns, those workers must continue reporting for duty even though they stop getting paid — a dynamic that has historically led to higher absenteeism and slower-moving checkpoints the longer a shutdown lasts.
The current partial shutdown affects only the Department of Homeland Security, which includes TSA. Democrats in Congress refused to fund the department over objections to its immigration enforcement tactics. The lapse marks the third shutdown in less than a year to leave TSA workers temporarily without pay — and once the government reopens, to have to wait for backpay.
Those disruptions can ripple through the travel system, cascading problems across already crowded flight schedules. The strain is especially acute this time of year as airlines and airports brace for what they expect will be one of the busiest spring break travel seasons on record.
San Francisco’s airport is a ‘litmus test’
Aviation security expert Sheldon Jacobson, whose research contributed to the design of TSA PreCheck, said the program’s success at SFO, a large international airport, shows that privatization “is something that needs to be explored.”
SFO is among the top 15 busiest airports in the U.S. when measured by passenger traffic. A major hub for international travel, it is the second-busiest airport in California behind Los Angeles International Airport.
“It’s operated just as well as any other airport,” Jacobson said, adding that SFO’s multiple concourses and status as a hub for United Airlines demonstrate that even large-scale operations can be managed effectively under this model. “If SFO is the litmus test for delivering this privatized product, then many other airports can do it, too.”
Jacobson noted that most airports currently using the program are smaller, but “the scale issue should not be a limiting factor,” and he called for a broader conversation on how such options could deliver government services efficiently and benefit travelers.
“Of course TSA would have oversight. It’s not like they’re freewheeling on their own,” he said of privately contracted screeners. “We might as well use a government shutdown that affects air travel as an opportunity to begin that discussion.”
Why TSA’s union opposes the private model
The American Federation of Government Employees, which represents TSA officers, has long opposed privatization.
“We will never advocate for any privatization of any federal employees. We don’t believe that’ll work,” Johnny Jones, secretary-treasurer of the TSA union’s bargaining unit, said in a brief phone call this week.
In a blog post on its website, the union argues it could weaken accountability for aviation security — one of the reasons Congress chose to federalize airport screening after the Sept. 11 attacks.
The union also warned that private companies could face pressure to cut costs in ways that affect training, staffing levels and employee benefits. Relying on contractors, the union says, could create inconsistencies between airports if different companies operate checkpoints across the country, potentially complicating oversight of a system designed to maintain uniform national security standards.
“We have to remember the TSA was created in the wake of 9/11 when there were no security standards or very minimal security standards,” said airline industry analyst Henry Harteveldt, president of Atmosphere Research Group. “The TSA came around, they established very stringent airport screening security requirements, which exist to this day.”
Others say there are simpler ways to address the shutdown problem.
Industry groups — including the U.S. Travel Assn., Airlines for America and the American Assn. of Airport Executives — are urging Congress to pass legislation that would ensure aviation workers are paid regardless of the government’s funding status.
“Every time Washington fails to fund the government, these essential workers pay the price. So do travelers. So does the economy,” Geoff Freeman, U.S. Travel Assn.’s president, said in a statement. “That is why America’s travel industry has come together, because this workforce is too important, and the stakes are too high, for this to keep happening.”
An unintended benefit of outsourcing screeners
Republican lawmakers have pushed in recent years to dismantle the agency entirely. Last year, two GOP senators introduced the “Abolish TSA Act,” which would phase out the agency and transfer oversight to a new office charged with aviation security. Supporters of the long-shot legislation say privatized screening could be more efficient and less vulnerable to shutdowns.
TSA leadership has signaled an openness to discussion. Speaking at a House Appropriations subcommittee hearing last year, Ha Nguyen McNeill, a senior official performing the duties of TSA administrator, said “nothing is off the table” regarding potential privatization.
“If a new privatization scheme makes sense, then we’re happy to have that discussion to see what we can come up with,” McNeill said. “It’s not an all-or-nothing game.”
At SFO, officials say its screening model was adopted more than 20 years ago for reasons unrelated to government shutdowns. But with shutdowns in recent years growing longer and more disruptive, the airport says its arrangement has revealed an unintended benefit: fewer staffing disruptions at checkpoints.
“The benefits, I think, are compelling,” Harteveldt said. “The real issue is making sure that any vendor, any partner to the TSA, upholds the strict standards that TSA has established and works with TSA to ensure that screening remains efficient and finds ways to make it even better.”
Yamat writes for the Associated Press. AP video journalist Haven Daley contributed to this report from San Francisco.
