Privatize the TSA to Avoid the Next Airport Mess

M illions of Americans pass through airport security every day — but following numerous Department of Homeland Security shutdowns, travelers increasingly face longer lines, staffing shortages, and uncertain security protocols. These realities raise a fundamental question: Is there a more resilient model of airport security that would benefit American travelers?

Secretary Markwayne Mullin begins his service at the DHS during a prolonged lapse in DHS funding. As the political battle over U.S. Customs and Border Protection (CBP) and U.S. Immigration and Customs Enforcement (ICE) funding continues, the Transportation Security Administration (TSA) and the traveling American public are yet again forced to bear the weight of political impasse. Transportation security officers have worked without pay for nearly 40 percent of this fiscal year, leading to high volumes of absences and creating major delays at airports around the country for nearly a month.

On March 27, President Donald Trump signed a memorandum to pay TSA officers and mitigate these unnecessary delays. As multiple DHS funding lapses impacting aviation in the past five years have shown, however, this important action only serves as a temporary Band-Aid: The American public deserves a permanent solution to keep our airports safe, open, and insulated from future political infighting in Washington, D.C. Privatizing TSA security operations is that solution.

The movement of millions of Americans through our domestic aviation ecosystem represents a multibillion-dollar industry and supports billions more in downstream annual economic value. Not only is it irresponsible to continue to treat both our current TSA employees and the American public as negotiating chips in border and immigration security funding negotiations; it is also unnecessary. More than 20 airports around the country have experienced almost no delays during this lapse in DHS funding because they are staffed by private contractors under a TSA program known as the Screening Partnership Program (SPP), which allows airports to “opt in” to having qualified private companies handle screening under TSA’s oversight. Proprietary industry analysis highlights the ability of the SPP to save taxpayers as much as 15 percent per airport — potentially $1 billion annually if scaled nationwide.

This program must be expanded and incentivized by empowering airports to have a greater say in who runs their security and incentivizing private investment in security upgrades, and other, more comprehensive options for privatization should be made available.

In March 2025, we called for the privatization of TSA frontline screening operations. We argued that after two decades of service, it was time to inject efficiency, innovation, and taxpayer savings into U.S. aviation security — while honoring the dedicated men and women who keep our skies safe. A year later, we’re encouraged by a series of tangible steps taken by TSA, the Trump administration, and congressional leaders to improve airport security. Some of their actions prove that bold reform is not only possible but underway. At the same time, the ongoing lapse in funding and the three-hour-plus waits experienced across many airports this spring highlight the continued risk of allowing “business as usual” at TSA. Privatization represents an opportunity to maximize taxpayer savings, streamline government operations, fortify our national security, and ensure our domestic aviation market is never again held captive by political impasse.

Commendations are due to the Trump administration for progress already made. President Trump began his second term by terminating the collective bargaining agreement for TSA’s frontline workers — a direct adoption of our emphasis on eliminating union constraints that hinder efficiency and merit-based operations. We’ve also seen momentum in expanding privatized screening through the SPP. In 2025, TSA prepared to refresh its SPP contracts and began a process of driving innovation security checkpoints with a public request for information on new processes and technology that could enhance its operations. President Trump’s budget, released this month, calls for decreased funding for the TSA and increased privatization through the SPP program at small and regional airports. These are critical steps to insulating our domestic aviation security market from partisan politics.

Congress has also made some progress. In March 2025, Republican Senators Mike Lee of Utah and Tommy Tuberville of Alabama introduced the Abolish the TSA Act to push for broader privatization. While the bill has not advanced beyond committee, it spotlighted the need for structural change at TSA. Additionally, the One Big Beautiful Bill Act, signed last summer, provided flexible funding to the DHS for aviation security enhancements, including technology upgrades. Recently, the DHS announced a $100 million contribution to upgrades in aviation security technology as the first of what many anticipate will be many similar investments in key aviation infrastructure in the lead-up to the World Cup this summer and the 2028 Olympics.

These are all positive steps, but the process for true TSA privatization has just begun. With approximately 5,000 public airports across the country, the amount of work ahead is substantial. Americans deserve faster, more efficient aviation security that pays its screeners fairly; keeps us safe while reducing government bloat; refocuses TSA on its core governmental roles in intelligence, standards, and oversight; and protects the American traveler from political shortcomings in Washington.

Now is the time for Congress, the Trump administration, airports, and airlines to commit fully to privatization. Congress should realize the long-term savings possible for the American taxpayer and work with TSA to incentivize airports in this process. This should be a nonpartisan issue: Republicans and Democrats should reach across the aisle to support these commonsense reforms that deliver real savings to taxpayers, better service for travelers, and sustained national security. Bipartisan backing would accelerate progress and ensure long-term stability.

To make national privatization a reality, TSA must communicate a clear path forward. This should include expanded resourcing for the SPP and additional discretionary authorities that enable TSA to offer “opt-in” incentives to domestic airports. It should also include the formalization of a new procurement method TSA is exploring under the name “TSA Gold+” that would enable concession-based contracting for privatized screening. Both approaches would provide airports and vendors with the certainty and tools needed to invest confidently, allowing major airports to opt in to privatization and, subsequently, quickly improve the national security process. Clarity from TSA would also incentivize private equity groups, currently sitting on the sidelines, to participate in the process of financing critical aviation security technology across the country.

A national privatization push could yield staggering benefits: up to $25 billion in taxpayer savings over 20 years, based on proprietary industry analysis. It would realign incentives, giving airports — where customer service drives decisions — greater say in the nuances of their security and passenger facilitation operations. Crucially, it would maintain robust security standards. European models prove private screeners under government oversight work effectively, with no lapses if transitions are managed transparently.

In short, TSA’s progress deserves applause — adopting calls on de-unionization, SPP growth, and technological investment. Technology modernization efforts and potential SPP expansion via the OBBB are initial wins for efficiency. But to truly honor the American traveler and our national security in the years ahead, we need to seize this momentum and move to comprehensive privatization. It’s good policy, smart economics, and the right path forward.

Chad F. Wolf serves as chair of homeland security, immigration, and western hemisphere policy for the America First Policy Institute. He previously served as acting secretary of Homeland Security during President Donald J. Trump’s first term and as assistant administrator, chief of staff, and acting administrator of the Transportation Security Administration.

 Thomas K. Plofchan, III serves as senior fellow for homeland security and immigration at the America First Policy Institute and as founder & CEO of aviation and border security firm AWI. He previously served as served as counterterrorism and intelligence counselor to the commissioner at U.S. Customs and Border Protection and senior counselor for counterterrorism at the Department of Homeland Security.