Transportation Security Administration

Transportation Security Administration

File:TSA logo.svg Logo of the Transportation Security Administration
Company type	Federal agency
Industry	Transportation security
Founded	November 19, 2001 (2001-11-19)
Headquarters	Springfield, Virginia , United States
Area served	United States transportation networks
Key people	Ha Nguyen McNeill (Acting Administrator)
Products	Passenger and baggage screening, transportation security operations
Owner	United States Department of Homeland Security
Number of employees	47,000+ (2023)
Parent	United States Department of Homeland Security
Website	www.tsa.gov

The Transportation Security Administration (TSA) is a federal agency under the United States Department of Homeland Security (DHS) tasked with safeguarding transportation networks both within the United States and those linking to it. Formed in the aftermath of the September 11 attacks, the TSA unified air travel security under a single federal law enforcement and regulatory entity.

Its responsibilities include formulating strategies to secure U.S. transportation infrastructure such as highways, rail systems, mass transit, seaports, pipelines, and intermodal freight terminals. The agency works closely with partners at the federal, state, local, and international levels. While its overarching mission spans multiple transportation modes, TSA’s main emphasis is on airport security and thwarting aircraft hijacking. The organization oversees passenger and baggage screening operations at more than 450 airports nationwide, employing personnel such as screening officers, handlers of explosives detection canines, bomb disposal experts, armed Federal Air Marshals, and Federal Flight Deck Officers.

Originally part of the United States Department of Transportation, TSA transitioned to the DHS in March 2003. Its headquarters are located in Springfield, Virginia. For fiscal year 2023, the agency operated with an approximate budget of $9.70 billion and maintained a workforce exceeding 47,000 security professionals, including Transportation Security Officers and Federal Air Marshals.

TSA’s security measures encompass thorough screening of passengers along with both checked and carry-on luggage. Their procedures incorporate identity verification, pat-down inspections, full-body imaging technology, and advanced explosives detection systems. Despite playing a vital role in transportation safety, the agency has faced scrutiny regarding the efficiency of its procedures, incidents involving theft of baggage contents, concerns over data protection, and accusations related to ethnic profiling.

History and mission

The creation of TSA was a direct response to vulnerabilities revealed by the September 11, 2001 terrorist attacks concerning airport security. Before TSA’s establishment, airport screening was managed by various private security firms contracted by airlines. Advocates like Transportation Secretary Norman Mineta contended that a centralized federal agency would provide stronger protection for passenger aviation.

Congress established TSA through the Aviation and Transportation Security Act, which President George W. Bush signed into law on November 19, 2001. The first administrator appointed was John Magaw. Initially housed within the United States Department of Transportation, TSA was later incorporated into the newly formed United States Department of Homeland Security in 2003.

In an extensive recruitment effort between February and December 2002, TSA evaluated approximately 1.7 million applicants to fill about 55,000 screening positions. Although federal oversight governs most operations, private screening companies continue to operate at selected airports under TSA’s Screening Partnership Program (SPP), which authorizes approved private firms to conduct security screening. Airports such as San Francisco International Airport and Kansas City International Airport are among those utilizing private screeners. Nevertheless, the majority of passenger screening across U.S. airports is carried out by TSA’s workforce of 46,661 Transportation Security Officers (TSOs) as reported in fiscal year 2018. TSOs are responsible for conducting passenger and baggage inspections along with additional airport security duties.

In August 2017, the General Services Administration unveiled plans for a new TSA headquarters building spanning 625,000 square feet in Springfield, Virginia, situated near Fort Belvoir and the Franconia-Springfield Metro station. The project was estimated to cost $316 million.

Leadership

Originally established within the Department of Transportation, the head of TSA held the title Undersecretary of Transportation for Security. Following the agency's transfer to the Department of Homeland Security in March 2003, this position was reclassified as the administrator of TSA.

Throughout its 23-year existence, TSA has been led by seven administrators and six acting administrators, with several leaders having prior experience as Coast Guard flag officers, including Loy, Neffenger, and Pekoske.

The FAA Reauthorization Act of 2018, which incorporated the TSA Modernization Act, introduced a five-year fixed term for the administrator position retroactive to David Pekoske’s appointment. Additionally, it designated the deputy administrator role as a politically appointed position.

#	Picture	Name	Period	Notes
1		John Magaw	January 28, 2002 – July 18, 2002	Held title Under Secretary of Transportation for Security
2		James Loy	July 19, 2002 – December 7, 2003	Served as Under Secretary until transition to DHS
3		David M. Stone	December 8, 2003 – June 3, 2005	Acting administrator until Senate confirmation in July 2004
—		Kenneth Kasprisin	June 4, 2005 – July 26, 2005	Acting administrator
4		Kip Hawley	July 27, 2005 – January 20, 2009
—		Gale Rossides	January 20, 2009 – June 24, 2010	Acting administrator
5		John S. Pistole	June 25, 2010 – December 31, 2014
—		Melvin J. Carraway	January 1, 2015 – June 1, 2015	Acting administrator; reassigned following DHS Inspector General report on screening issues
—		Mark Hatfield Jr.	June 1, 2015 – June 4, 2015	Acting administrator
—		Francis X. Taylor	June 4, 2015 – July 3, 2015	Acting administrator; simultaneously served as Under Secretary for Intelligence and Analysis
6		Peter V. Neffenger	July 4, 2015 – January 20, 2017
—		Huban A. Gowadia	January 20, 2017 – August 10, 2017	Acting administrator
7		David Pekoske	August 10, 2017 – January 20, 2025	Also served as acting Deputy Secretary of Homeland Security (April–November 2019) with daily TSA operations managed by Acting Deputy Administrator Patricia Cogswell; acted as Secretary of Homeland Security (January–February 2021), during which Executive Assistant Administrator Darby LaJoye oversaw TSA; removed by President Trump on January 20, 2025
—		Melanie Harvey	January 20, 2025 - February 18, 2025	Acting administrator
—		Adam Stahl	February 18, 2025 - April 21, 2025	Acting administrator
—		Ha Nguyen McNeill	April 21, 2025 – present	Acting administrator

Organizational structure

The TSA is headed by an administrator who oversees security across airports, rail systems, seaports, and vital transportation infrastructure nationwide. Assisting the administrator is a deputy administrator who supports operational execution. The agency’s leadership also includes multiple deputy assistant administrators and executive officers who provide specialized expertise in various operational areas. This leadership team coordinates efforts to uphold and improve transportation security measures. Furthermore, the executive assistant administrator for law enforcement functions concurrently as the executive director of the Federal Air Marshal Service.

Rank hierarchy

Central Headquarters

• TSA Administrator
• Deputy Administrator
  • Chief of Staff
    • Assistant Administrator for Legislative Affairs
    • Assistant Administrator for Strategic Communications and Public Affairs
    • Executive Director of Strategy, Policy Coordination, and Innovation
      • Chief Innovation Officer
  • Executive Assistant Administrator for Enterprise Support
    • Assistant Administrator and Component Acquisition Executive for Acquisition Program Management
    • Assistant Administrator and Head Contracting Authority for Contracting and Procurement
    • Assistant Administrator for Human Capital
    • Assistant Administrator and Chief Information Officer for Information Technology
    • Assistant Administrator for Operations Management
    • Assistant Administrator for Security and Administrative Services
    • Assistant Administrator for Training and Development
  • Executive Assistant Administrator for Law Enforcement and Federal Air Marshal Service
    • Assistant Administrator for Law Enforcement Operations
    • Assistant Administrator for Mission Operations
    • Assistant Administrator for Operations Management
  • Executive Assistant Administrator for Operations Support
    • Assistant Administrator for Enrollment Services and Vetting Programs
    • Assistant Administrator for Intelligence and Analysis
    • Assistant Administrator for Policy, Plans, and Engagement
    • Assistant Administrator and Component Requirements Executive for Requirements and Capabilities Analysis
  • Executive Assistant Administrator for Security Operations
    • Assistant Administrator for Compliance
    • Assistant Administrator for Domestic Aviation Operations
    • Assistant Administrator for International Operations
    • Assistant Administrator for Operations Management
    • Assistant Administrator for Surface Operations
  • Chief Counsel
  • Chief Culture Officer
  • Assistant Administrator and Chief Financial Officer of the Chief Finance Office
  • Assistant Administrator for Civil Rights and Liberties, Ombudsman, and Traveler Engagement
  • Assistant Administrator for Inspection
  • Assistant Administrator for Investigations

Regional management

• Regional Surface Director (RSD)

Spoke–hub or Category X airport-level leadership

• Federal Security Director (FSD)
• Deputy Federal Security Director (DFSD)
  • Assistant Federal Security Director for Mission Support (AFSD-MS)
  • Assistant Federal Security Director for Screening (AFSD-S)
  • Assistant Federal Security Director for Inspection (AFSD-I)
  • Assistant Federal Security Director for Law Enforcement (AFSD-LE)
  • Generalist Assistant Federal Security Director (AFSD-G)

Airport leadership

• Transportation Security Manager (TSM)
  • Supervisory Transportation Security Officer (STSO)
    • Lead Transportation Security Officer (LTSO)
      • Transportation Security Officer (TSO)

Airport rank insignias

Frontline Officers
Supervisory Transportation Security Officer (STSO)	Lead Transportation Security Officer (LTSO)	Transportation Security Officer (TSO) - F Band	Transportation Security Officer (TSO)
Passenger Support Specialists (PSS)
Supervisory Transportation Security Officer (STSO)	Lead Transportation Security Officer (LTSO)	Transportation Security Officer (TSO) - F Band	Transportation Security Officer (TSO)

Insignia

On September 11, 2018, the TSA unveiled a new emblem representing its foundational ideals and mission. The emblem showcases a stylized white American eagle set against concentric red and white circles on a blue background. The eagle’s wings are extended outward, symbolizing protection, vigilance, and dedication. The wings extend beyond the rings, illustrating the concept of freedom of movement. Incorporated into the design are nine stars and eleven rays, commemorating September 11, alongside imagery representing both land and maritime transportation modes.

Operations

The TSA’s operational headquarters is situated at the Freedom Center in Herndon, Virginia, which was established in 2003. This single-story facility encompasses more than 104,000 rentable square feet and functions as the agency’s round-the-clock coordination hub for transportation security management, incident handling, and crisis response under the Department of Homeland Security.

Finances

During fiscal year 2020, TSA managed an approximate budget totaling $7.68 billion.

Budget Category	Amount ($ Million)	Percentage
Operations and Support	4,850	63%
Procurement, Construction, and Improvements	110	1.4%
Research and Development	23	0.3%
Unallocated Funds	2,697	35%
Total	7,680	100%

A major funding source for TSA is the September 11 Security Fee, a $5.60 charge imposed per one-way flight ticket within the U.S., with a maximum of $11.20 for round-trip travel. In 2020 alone, this fee generated approximately $2.4 billion, accounting for nearly one-third of TSA’s congressional budget allotment.

Since 2005, TSA has also collected loose change and small amounts of cash left behind by travelers at security checkpoints. Between fiscal years 2008 and 2018, nearly $6.9 million in unclaimed funds were accumulated, including a record $960,105 in FY 2018. In FY 2019, over $926,000 was gathered through this practice to support initiatives such as training programs and promotional efforts like TSA Pre✓®.

Employees

TSA employs various personnel categories:

• Transportation Security Officers (TSOs): Numbering around 47,000, TSOs are responsible for screening passengers and luggage, managing airport entry and exit points, and monitoring areas both before and after security checkpoints. They do not carry firearms nor possess arrest authority. Their duties include operating screening equipment, conducting physical searches including pat-downs, controlling terminal access, engaging with travelers professionally, and maintaining alertness in demanding environments. TSOs follow risk-based screening methods aligned with Standard Operating Procedures. Employment criteria require U.S. citizenship, a minimum age of 18 years, successful completion of drug testing and background investigations, along with selective service registration where applicable. As of 2019 data, TSO annual pay ranges from $28,668 to $40,954 before locality adjustments and retention bonuses.

• Behavior Detection Officers (BDOs): Established in 2003 under the Screening of Passengers by Observation Technique (SPOT) program, BDOs observe passenger behavior at checkpoints to identify potential threats. Despite TSA training emphasizing behavioral indicators over physical appearance, the program has faced criticism regarding racial profiling concerns. The Government Accountability Office recommended reducing funding due to insufficient evidence demonstrating its effectiveness.

• Transportation Security Specialists – Explosives (TSS-Es): Previously known as Bomb Appraisal Officers, these specialists often have backgrounds as military Explosive Ordnance Disposal Technicians or FBI-certified Hazardous Devices Technicians with a minimum of three years’ experience. Their responsibilities include resolving advanced alarm alerts, providing specialized training, and coordinating with law enforcement agencies.

• Federal Air Marshals (FAMs): As TSA’s law enforcement division, FAMs are armed undercover officers deployed to safeguard air travel from hostile acts. Originating in 1961 as "sky marshals," this program has shifted among agencies before returning under TSA oversight in 2006. The "Quiet Skies" initiative launched in 2018 involved armed marshals monitoring passenger behavior onboard flights but raised constitutional debates.

• Federal Flight Deck Officers (FFDOs): These are active pilots certified under Part 121 who have been deputized as federal law enforcement officers authorized to carry firearms and use force to protect aircraft cockpits from hijacking or terrorist threats.

• Transportation Security Inspectors (TSIs): Approximately 1,000 aviation inspectors along with about 450 cargo inspectors and 100 surface transportation inspectors evaluate security measures across passenger and freight transport systems. As of 2018 figures, TSA employed 97 international inspectors tasked with assessing foreign airports and conducting air carrier inspections.

• National Explosives Detection Canine Team Program: Trainers prepare canine teams primarily deployed at airports and mass transit hubs; by June 2008 roughly 430 teams had been trained.

• Visible Intermodal Prevention and Response (VIPR) teams: Initiated in 2005 to extend security operations beyond airports to locations such as train stations, seaports, truck weigh stations, and special events. Despite facing some operational challenges including temporary restrictions on Amtrak property access due to criticism, VIPR teams were responsible for approximately 8,000 deployments annually as of 2011.

Uniforms

In 2008, TSA personnel transitioned to a new uniform design consisting of a royal blue duty shirt paired with dark blue, almost black, trousers and a black belt. The initial rollout took place at Baltimore-Washington International Airport, where all Transportation Security Officers (TSOs) began wearing the updated attire starting September 11, 2008. Rank is denoted by shoulder board stripes: a single stripe for TSO, two stripes for Lead TSO, and three stripes for Supervisory TSO.

Badges and shoulder boards are awarded after completing the training phase, which includes a three-week course at the Federal Law Enforcement Training Center (FLETC) located in Glynco, Georgia.

Personnel system and pay

Originally modeled after the FAA's framework, TSA’s personnel structure diverges from many federal agencies by implementing a pay band system that emphasizes performance-based pay increases rather than following the traditional General Schedule.

In June 2021, Secretary Alejandro Mayorkas instructed TSA to align employee compensation with equivalent General Schedule levels and broaden collective bargaining rights akin to those outlined in Title 5 of the United States Code, including access to appeals through the Merit Systems Protection Board.

After the enactment of the Consolidated Appropriations Act, 2023, a revised pay structure resembling the General Schedule was introduced in July 2023. Entry-level TSOs start within the D band and may advance up to the F band; Lead and Supervisory TSOs occupy bands F and G respectively. Additionally, career progression pathways for non-TSO positions are being developed.

Limited collective bargaining privileges were granted in 2011 following a union election involving the American Federation of Government Employees (AFGE) and the National Treasury Employees Union. In May 2024, TSA and AFGE formalized an expanded seven-year collective bargaining contract.

Nevertheless, in February 2025, Secretary Kristi Noem revoked this agreement. The AFGE condemned this action as "retaliatory," citing conflicts over federal workforce reductions, and announced intentions to challenge the decision.

2013 Los Angeles airport shooting

On November 1, 2013, TSA officer Gerardo I. Hernandez was killed when Paul Anthony Ciancia opened fire at Los Angeles International Airport. Ciancia was armed and carried a note expressing his intent to target TSA agents. He was injured during the incident and subsequently apprehended. Hernandez became the first TSA officer to be killed while on duty.

2015 New Orleans airport attack

On March 21, 2015, Richard White launched an assault against passengers and TSA personnel at Louis Armstrong New Orleans International Airport using Molotov cocktails, wasp spray, and a machete. A TSA officer thwarted an attack by using luggage as a barrier until a Jefferson Parish deputy sheriff fatally shot White as he chased after a TSA agent.

COVID-19 pandemic in the United States

During the COVID-19 pandemic, TSA continued its operations. By December 31, 2020, there were 4,978 confirmed COVID-19 cases among TSA federal workers; of these, 4,219 recovered while 12 succumbed to the virus. Additionally, one screening contractor died due to COVID-19.

Pre-screening

Seventy-two hours prior to departure, TSA conducts passenger data checks—including name, gender, and birthdate—to identify individuals listed on the No Fly List or Selectee List. Passengers aged 18 or older must present valid identification at security checkpoints. This identification is verified through Credential Authentication Technology to confirm consistency with flight reservations and Secure Flight program status—even if passengers do not possess a boarding pass. Acceptable forms of ID include U.S. or foreign passports, state or tribal government-issued photo IDs, and military IDs. Passengers lacking identification may still be permitted to fly if their identity can be confirmed through alternative verification methods.

REAL ID regulations

Enacted in 2005, the Real ID Act establishes security criteria for driver's licenses and identification cards issued by states, preventing federal entities such as the TSA from accepting IDs that do not comply. After nearly twenty years of postponements, enforcement commenced on May 7, 2025.

Approved forms of identification

• Recognized at the federal level:
  • Driver's licenses, enhanced licenses, or photo IDs provided by U.S. state or territorial Departments of Motor Vehicles.
  • Photo identification issued by federally recognized tribal nations.
  • Canadian provincial or territorial driver's licenses, photo identification cards, or Indigenous Services Canada cards.
  • Passports from countries acknowledged by the U.S.
  • Identification badges for airline employees or flight crew members.
  • Security Identification Display Area (SIDA) badges granted by airports.
• Issued by federal authorities:
  • HSPD-12/FIPS 201 Personal Identity Verification (PIV) cards designated for federal staff and contractors.
• Issued by the U.S. Department of State:
  • U.S. passports and passport cards.
  • Border Crossing Cards.
• Issued by the U.S. Department of Homeland Security:
  • Trusted traveler cards managed by Customs and Border Protection (Global Entry, NEXUS, SENTRI, FAST).
  • Refugee travel documents, re-entry permits, permanent resident cards (green cards), and employment authorization documents distributed by USCIS.
  • Transportation Worker Identification Credentials (TWIC) issued by TSA.
  • Merchant Mariner Credentials (MMC) provided by the Coast Guard.
• Issued by the U.S. Department of Defense:
  • Common Access Cards (CAC).
  • Privilege and Identification Cards for Uniformed Services members.
• Issued by the U.S. Department of Veterans Affairs:
  • Veteran Health Identification Cards (VHIC).

These approved lists have faced scrutiny due to administrative oversights, constitutional debates, and shortcomings in preventing incidents such as Umar Farouk Abdulmutallab’s attempted plane bombing.

Security screening

At airport checkpoints, travelers undergo screening designed to stop prohibited items including sharp instruments, sports equipment like baseball bats or hockey sticks, weapons, tools, flammable liquids (excluding standard lighters), and various chemicals or paints. Passengers must limit liquids and gels to a one-quart clear zip-top bag. These liquid restrictions were implemented in response to the 2006 transatlantic terrorist plot.

The number of firearms discovered in carry-on luggage has escalated dramatically—from 976 in 2009 to 4,239 in 2018—with records being broken annually since 2008. An anonymous source revealed in 2010 that undercover operatives could evade security with weapons nearly 70% of the time at certain major airports. Firearms are permitted in checked baggage on domestic flights.

Certain categories of individuals such as government officials, military members, and law enforcement personnel may be exempt from screening procedures.

Physical pat-downs

Revised pat-down protocols include contact with sensitive areas such as the buttocks, genitals, and breasts. These procedures generated controversy; a 2010 survey indicated that half of respondents considered them excessive while 48% found them appropriate. Public backlash arose following reports of intrusive pat-downs. Agents conducting these searches are required to be of the same gender as the passenger.

Organizations like the American Civil Liberties Union raised constitutional objections to these pat-downs, citing potential infringements on Fourth Amendment protections against unreasonable searches. By April 2011, at least six lawsuits had been initiated challenging their constitutionality. Jeffrey Rosen, a law professor at George Washington University, echoed these concerns regarding privacy violations.

Additional worries were voiced about how such pat-downs affect survivors of sexual assault. In January 2014, Denver police launched an investigation into a screener at Denver International Airport after a passenger alleged an overly invasive pat-down experience.

Full body scanners

Since 2010, the TSA has implemented two types of full-body imaging devices at airports. Initially, backscatter X-ray scanners were introduced, which emit ionizing radiation. Following public criticism, the TSA transitioned exclusively to millimeter wave scanners that utilize non-ionizing radiation. Both technologies fall under the TSA's classification of Advanced Imaging Technologies (AIT). Rather than viewing detailed passenger images, operators now see a simplified stick figure that highlights possible threat areas. In 2022, the TSA expanded options to allow travelers to select their preferred gender identity and updated screening algorithms to better accommodate transgender, nonbinary, and gender-nonconforming individuals, replacing the prior binary gender selection system. During the scan, passengers briefly raise their hands above their heads while images are captured from front and back perspectives. If suspicious items or irregularities are identified, targeted pat-downs are conducted.

Full-body scanning devices have sparked debates over privacy and health implications. The American Civil Liberties Union described these scanners as "virtual strip searches." Female passengers have reported being disproportionately selected for additional screening procedures.

The TSA maintains that strict privacy safeguards are in place: images are anonymized, cannot be stored or transmitted, and are deleted immediately after review. However, incidents have demonstrated that image saving is technically possible—although this feature is officially disabled during passenger screening but remains active in training environments.

Beginning in 2010, the TSA trialed scanners designed to produce less intrusive stick figure representations. By 2011, Amsterdam’s Schiphol Airport implemented software capable of automatically detecting threats without displaying actual body images, instead using generic figures with highlighted zones indicating areas requiring further inspection. In 2013, the TSA phased out Rapiscan backscatter scanners due to the manufacturer’s failure to deliver privacy software that would convert near-nude images into abstracted figures. Other full-body scanning systems continue to be employed.

Health concerns related to both scanning technologies persist. Backscatter X-rays involve ionizing radiation classified as a non-threshold carcinogen with potential cumulative effects. Millimeter wave scanners emit non-ionizing radiation that does not possess sufficient energy to damage DNA and is not recognized as genotoxic.

TSA PreCheck

Introduced in October 2011, the TSA PreCheck Program facilitates faster security processing for selected participants from the frequent flyer programs of major airlines such as American Airlines, Delta Air Lines, United Airlines, Alaska Airlines, Hawaiian Airlines, Virgin America, Southwest Airlines, Air Canada, JetBlue, and Sun Country Airlines. The initiative also extends to members of Global Entry, Free and Secure Trade (FAST), NEXUS, SENTRI, U.S. military personnel, and cadets attending United States service academies. By March 2019, the program was operational at more than 200 airports.

To qualify, applicants must complete a background investigation, provide fingerprints, and pay an $85 application fee to obtain a Known Traveler Number. Despite its advantages, the program has encountered criticism related to perceived inequities and increased wait times. The list of participating airlines grew over time to include carriers such as Aeromexico, Etihad Airways, Cape Air, Seaborne Airlines, among others, reaching a total of 65 airlines by March 2019.

Significant additions to the program included Allegiant Air in December 2015; both Frontier Airlines and Spirit Airlines in late 2016; and Lufthansa in August 2016. Several other airlines joined during early to mid-2017, further expanding the program's reach within the market.

In October 2013, TSA began utilizing extensive government and private sector databases to conduct pre-arrival passenger screenings. This enhanced security measure incorporated access to travel histories, property records, biometric information, law enforcement data, and intelligence reports.

Ban on large printer cartridges

Following the October 2010 attempted bombing involving laser printers containing explosive-laden toner cartridges on cargo planes, U.S. authorities prohibited passengers from carrying certain oversized printer cartridges aboard flights. The TSA banned toner and ink cartridges exceeding 16 ounces (453 grams) from all passenger aircraft, including both carry-on and checked baggage. This restriction mainly impacts commercial shipments since typical consumer toner cartridges generally weigh less.

Enhanced screening procedures introduced in November 2010

In November 2010, the TSA rolled out stricter screening protocols requiring travelers to select between an intensified pat-down—allowing detailed inspections of areas such as waistbands and inner thighs—or undergoing full-body scans using backscatter X-ray or millimeter wave technology. These measures were implemented in direct response to the attempted bombing by Umar Farouk Abdulmutallab to bolster aviation security.

Implementation of reverse screenings

In April 2016, TSA Administrator Peter V. Neffenger testified before a Senate committee that smaller airports might adopt "reverse screening," where security checks occur upon passenger arrival rather than prior to boarding. This strategy is designed to reduce operational expenses at airports with limited flight activity.

Electronic device restrictions enacted in March 2017

On March 21, 2017, the TSA prohibited electronic devices larger than smartphones on flights bound for the U.S. originating from ten airports in Muslim-majority countries due to intelligence indicating terrorist threats involving concealed explosives. These limitations were lifted in July after enhanced screening procedures were established at those locations.

Responses

After the enhanced passenger and crew screening procedures were implemented in November 2010, the US Airline Pilots Association expressed concerns over radiation exposure from full-body scanners and urged pilots to reject their use. They also advocated for stringent pat-down protocols, including assessments of fitness for duty. Subsequently, two pilots initiated legal action contesting these screening practices.

In March 2011, legislators in New Hampshire introduced a bill to criminalize TSA pat-downs deemed invasive without probable cause. Later, in May 2011, the Texas House approved legislation prohibiting TSA genital searches; however, the Senate did not pass the bill following threats from the Department of Justice to impose a no-fly restriction on Texas if it became law. Concurrently, Congressman Ron Paul proposed the American Traveler Dignity Act aimed at restricting TSA search powers, but this legislation stalled in committee.

On July 2, 2010, the Electronic Privacy Information Center (EPIC) filed a lawsuit seeking to stop TSA’s use of full-body scanners on Fourth Amendment grounds, arguing that the agency circumvented required public notice and comment procedures. A year later, in July 2011, a court found that TSA had violated the Administrative Procedure Act and mandated expedited rulemaking. Although TSA cited delays and personnel shortages, public commentary on advanced imaging technology commenced in March 2013 and concluded in June, with more than 90% of respondents opposing scanner use. As of October 2015, no official report had been released.

Two online campaigns organized a "National Opt-Out Day" prior to Thanksgiving, encouraging travelers to decline scanner use and opt for pat-down inspections instead. The intensified pat-down methods gave rise to the popular culture catchphrase "Don't touch my junk."

Checked baggage

To facilitate security screening of luggage, TSA personnel will cut or disable locks they cannot open. The agency has authorized two companies—Travel Sentry and Safe Skies Locks—to manufacture padlocks, lockable straps, and suitcases equipped with locks that TSA agents can open and relock using proprietary tools and information provided by the manufacturers. Despite these measures, TSA agents sometimes cut through these locks, resulting in over 3,500 complaints related to tampering during 2011. Travel expert Christopher Elliott described these locks as "ineffective" at protecting contents, while SmarterTravel highlighted their ease of unauthorized access and questioned their overall security value.

In November 2014, The Washington Post accidentally published an image displaying all seven TSA master keys within an article discussing baggage handling. Although removed from the original story shortly thereafter, some syndicated versions still contained the photograph. By August 2015, this image garnered significant attention as security researchers and members of the public used it to create functional 3D-printed replicas of the master keys. This occurrence ignited discussions regarding potential security vulnerabilities linked to master key usage.

Non-airport oversight

Outside airport environments, TSA also enforces transportation security regulations for other sectors not involving passengers. Following the Colonial Pipeline ransomware attack in May 2021, TSA implemented cybersecurity requirements. By August 2022, updated cybersecurity directives were issued for oil and gas companies emphasizing performance-based standards developed collaboratively with federal regulators and industry participants.

Screening procedure effectiveness

Undercover evaluations of airport security are carried out by the TSA's Office of Investigations, its red team, and the Department of Homeland Security Inspector General. Nevertheless, certain TSA protocols have faced criticism for being ineffective and fostering a misleading sense of safety. Security specialist Bruce Schneier described this phenomenon as security theater.

A 2004 investigation revealed that TSA personnel had collaborated with Covenant Aviation Security (CAS) at San Francisco International Airport to warn screeners about covert testing, thereby undermining the authenticity of these assessments. Although disciplinary measures were taken, no terminations occurred, and CAS’s contract was renewed.

In October 2006, a confidential report surfaced showing that screeners at Newark Liberty International Airport failed 20 out of 22 secret tests, overlooking weapons and explosives. Comparable shortcomings were identified by the Government Accountability Office. The TSA responded by initiating an internal investigation after the information became public.

By July 2007, covert testing at Albany International Airport revealed multiple failures by TSA screeners, including missing a simulated bomb. In December 2010, ABC News disclosed failure rates nearing 70% at several prominent airports.

In June 2011, the TSA terminated 36 screeners at Honolulu airport due to habitual neglect in inspecting checked luggage. That same year, artist Geoff McGann was detained for wearing a watch that resembled an explosive device despite containing no dangerous materials.

In March 2012, attorney Jonathan Corbett exposed weaknesses in TSA body scanners that could permit metallic items to evade detection; while the TSA acknowledged this vulnerability, it minimized its significance. Subsequent research confirmed this security flaw.

A May 2012 report from the Department of Homeland Security Inspector General indicated that the TSA was not fully aware of security breaches at airports and that some major hubs failed to adequately address these issues. This led to congressional hearings scrutinizing the cost-effectiveness of programs such as full-body scanners and behavioral detection techniques.

An investigation by the Homeland Security Inspector General in 2015 found that undercover operatives succeeded in smuggling prohibited items through TSA checkpoints in 95% of attempts, underscoring persistent security weaknesses.

Unintended consequences from enhanced screening

Research conducted by Cornell University scholars demonstrated that heightened airport security prompted some travelers to opt for driving instead, resulting in increased traffic fatalities. Following the September 11 attacks, this behavioral shift contributed to approximately 242 additional road deaths monthly, amounting to roughly 1,200 fatalities in the short term. The change was linked to both fear of terrorism and efforts to avoid stringent security measures, though these factors were not distinctly separated.

A 2007 analysis focused on TSA security updates implemented in late 2002 found a 6% reduction in air travel accompanied by an estimated rise of 129 car crash deaths during that quarter. Nate Silver likened this impact to "four fully loaded Boeing 737s crashing annually." The study also calculated that the passenger decline resulted in $1.1 billion in lost airline revenue.

Sexual Misconduct

In April 2015, NBC Denver revealed that two TSA officers had improperly targeted attractive travelers by falsely accusing them of inappropriate touching. Although these employees were dismissed, their identities were kept confidential by the TSA, and no legal charges were pursued since no victims stepped forward. Subsequently, Time magazine referenced a former TSA staff member who asserted that such behavior was commonplace within the agency.

In August 2015, a TSA officer stationed at New York’s LaGuardia Airport faced charges for sexually assaulting a Korean exchange student after instructing her to enter a restroom for further screening. The TSA clarified that it does not conduct passenger screenings beyond security checkpoints, despite deploying canine units to inspect luggage within secured zones.

In 2021, Jonathan Lomeli, a former TSA agent, was found guilty of assault after deceiving a woman into exposing herself during a security screening at Los Angeles International Airport.

Drug and Weapon Smuggling

Back in 2012, multiple individuals, including TSA personnel, were apprehended at Los Angeles Airport due to their participation in a drug trafficking operation. More recently, in 2021, a TSA worker at JFK Airport was detained on suspicion of attempting to transport firearms through security controls.

Theft of Baggage

Since its establishment, the TSA has been scrutinized for incidents involving theft from passengers’ luggage, including items such as laptops, jewelry, firearms, and knives. These thefts have raised alarms regarding potential vulnerabilities that might allow explosives to be smuggled onto aircraft.

In 2004 alone, theft claims surpassed 17,000; by 2008, the number of screeners arrested for stealing had climbed to 200. The volume of claims declined from 26,500 in 2004 to 11,700 in 2009, a decrease attributed to improved surveillance methods and upgraded conveyor technologies. Between 2010 and 2014, there were 25,016 reported thefts, with the highest frequencies occurring at JFK, Los Angeles International, and Orlando International airports.

As of 2011, the TSA employed roughly 60,000 screeners. Since its inception in 2001, about 500 agents have been dismissed or suspended due to luggage theft. Despite numerous reports and compensation payments related to stolen items, the TSA does not consistently provide theft information to local law enforcement agencies.

In September 2012, former TSA officer Pythias Brown confessed to pilfering over $800,000 worth of possessions during his employment period, attributing his actions to convenience and low morale. More recently in September 2023, three TSA employees in Miami were arrested on charges of grand theft after surveillance footage captured them stealing cash and belongings from travelers’ bags.

The agency has also been criticized for insufficient responses to theft complaints and minimal reimbursement amounts. For example, between 2011 and 2012 at Hartsfield–Jackson Atlanta International Airport, passengers reported losses or damage totaling $300,000 but received only $35,000 in compensation. A similar trend was observed at Jacksonville International Airport where $22,000 worth of property was reported missing or damaged over fifteen months while reimbursements amounted to just $800.

Loss or Theft of Employee Information

In 2007, an unencrypted computer hard drive containing personal data—including Social Security numbers, banking details, and payroll records—for approximately 100,000 TSA employees went missing or was stolen from agency headquarters. Kip Hawley informed TSA personnel of the incident and issued an apology. The agency requested an investigation by the FBI. No instances of data misuse have been reported since the breach.

Unsecured website

In 2007, security expert Christopher Soghoian exposed vulnerabilities in a TSA website designed to collect sensitive passenger data, which operated without proper security measures and put users at risk of identity theft. This platform enabled travelers to challenge their placement on the No Fly List. After media exposure, the TSA promptly addressed and secured the site within a few days.

An inquiry by the U.S. House Committee on Oversight and Government Reform determined that the website remained unsecured for over four months, during which time more than 247 individuals submitted personal information. The investigation uncovered a conflict of interest involving the TSA manager responsible for awarding the contract to a company owned by a former employee and high school acquaintance. Despite these findings, neither the contractor nor the TSA’s technical lead faced disciplinary action; furthermore, TSA continued contracting this vendor for hosting and maintaining critical web infrastructure.

In December 2009, a confidential manual entitled "Screening Management SOP", which contained classified airport screening protocols, was inadvertently uploaded to the FedBizOpps website. Although swiftly removed, this incident raised serious concerns about the agency’s security controls. Subsequently, five TSA personnel were placed on administrative leave after it was discovered that redactions in the document could be easily reversed.

Other criticisms

The agency has been accused of instances where employees were caught sleeping during duty hours, circumventing security procedures, and demonstrating questionable judgment. Allegations have also surfaced regarding TSA agents engaging in passenger mistreatment, sexual harassment, intrusive screening methods—including inappropriate physical contact—and exploiting body scanners to ogle female travelers. Additional complaints involve searching passengers for items unrelated to security concerns and incidents of theft from travelers. Following an internal investigation, TSA dismissed 28 agents and suspended 15 others for neglecting to scan checked luggage for explosives.

Criticism has also been directed at TSA for extravagant expenditures not related to airport security, inefficient recruitment processes, and conflicts of interest. During the 2009 Presidential Inauguration, TSA's performance was scrutinized after thousands of ticket holders were denied entry due to overcrowding and inconsistent screening procedures.

In 2013, numerous TSA employees were terminated or suspended following illegal gambling activities at Pittsburgh International Airport, while others faced arrest related to stolen parking permits at Dallas/Fort Worth International Airport. A Government Accountability Office (GAO) report documented a 26% rise in staff misconduct between 2010 and 2012. Another GAO assessment found no proof that the multimillion-dollar Screening of Passengers by Observation Techniques (SPOT) program achieves its intended effectiveness.

A Homeland Security Inspector General report from 2013 revealed that TSA employed criminal investigators to perform duties suitable for lower-paid staff members, resulting in millions wasted annually. In response to criticisms labeling acquisition procedures as wasteful and ineffective, Congress passed the Transportation Security Acquisition Reform Act in December 2013. This legislation mandates that TSA create a detailed technology acquisition strategy with ongoing reports submitted to Congress. An April 2013 DHS Inspector General audit found that TSA warehouses contained $185.7 million worth of equipment inventory—including obsolete or unusable items—and lacked a structured inventory management system.

In January 2014, former screener Jason Edward Harrington disclosed inappropriate behavior among staff reviewing body scan images—such as objectifying passengers and retaliating against those perceived as rude. TSA Administrator John Pistole acknowledged these issues and confirmed plans to replace scanners and deactivate screening rooms used for such conduct.

Actress Susan Sarandon alleged in May 2016 that she endured repeated harassment by TSA personnel during the Bush administration until legal action halted it.

In July 2018, the Third Circuit Appeals Court ruled that TSA agents do not qualify as "investigative or law enforcement officers" under the Federal Tort Claims Act, thereby granting them immunity from abuse allegations related to a wrongful arrest case.

An ACLU study concluded that TSA disproportionately targets individuals who are Arab, Muslim, or Latino despite denials from DHS.

Public sentiment

A CBS survey conducted in November 2010 revealed that 81% of respondents supported TSA's use of full-body scanners. During the same month, an ABC/Washington Post poll indicated that 64% of participants were in favor of full-body X-ray scanning technology, although half believed that intensified pat-down procedures were excessive. Notably, opposition to these measures was least prevalent among those who traveled infrequently. A subsequent poll by Zogby International showed that 61% of likely voters opposed the newly introduced TSA protocols. In 2012, the Frequent Business Traveler organization found that 56% of regular flyers expressed dissatisfaction with TSA services; 57% gave the agency a poor rating, while a mere 1% rated it as excellent. In contrast, a Rasmussen Reports survey from 2018 found that 45% of Americans viewed the TSA positively, whereas 39% held unfavorable opinions.

TSA investigations

In 2013, the Office of Inspector General (OIG) uncovered that TSA criminal investigators were receiving premium compensation without fulfilling the necessary eligibility criteria. This violation raised significant concerns regarding compliance with wage regulations and potential misuse of resources. The TSA Office of Accountability Inspection Act enacted in 2015 required strict adherence to federal standards and corrective action concerning investigator pay discrepancies. It estimated that failure to address these issues could result in taxpayer losses amounting to $17 million over five years.

Following the OIG’s findings, the TSA hired an external consulting firm to implement recommended improvements; however, later OIG evaluations determined that progress in rectifying critical problems within the Office of Inspection remained inadequate.

Proposals for elimination

Several individuals and organizations have advocated for dismantling the TSA in its present structure, including Senator Rand Paul (R-KY), Representative John Mica (R-FL), as well as think tanks such as the Cato Institute, Downsize DC Foundation, and FreedomWorks. Editorial contributors from outlets like Forbes, Fox News, National Review, USA Today, Vox, The Washington Examiner, and The Washington Post have also voiced support for this position.

Critics frequently characterize the TSA as "ineffective, invasive, incompetent, exorbitantly expensive, or a combination thereof," citing these factors as justification for its abolition. Proponents contend that certified private entities operating under federal oversight could deliver more efficient and cost-effective screening services.

See also

• Airline complaints
• Border Force (successor to the United Kingdom Border Agency, alongside UK Visas and Immigration)
• Canadian Air Transport Security Authority
• International Civil Aviation Organization
• Lost luggage
• Okoban

External links

• Transportation Security Administration in the Federal Register
• Screening Management Standard Operating Procedures