HR-9391-119
Received in the Senate and Read twice and referred to the Committee on Commerce, Science, and Transportation.
Sponsored by Andrew Garbarino (R-NY)
What it does
This bill would extend the Transportation Security Administration's (TSA) Reimbursable Screening Services Program from its current expiration after fiscal year 2026 through fiscal year 2031. It would also expand the program by raising the cap on participating airports from 8 to 14. Under this program, airports pay TSA directly to provide screening services beyond standard federally funded levels — for example, during off-peak hours or at additional checkpoints.
Who benefits
Airports that want expanded or non-standard screening hours and are willing to pay for them — particularly mid-size and larger airports with high traffic variability. Airlines operating at those airports, which may see reduced delays and smoother passenger flow. Travelers at participating airports who would benefit from shorter wait times or more convenient screening availability. Airport concessionaires and retail businesses that benefit from faster-moving passenger traffic. TSA, which recovers costs for services it would otherwise provide at a loss or not at all.
Who is hurt
Airports not selected for the expanded program (up to 14 slots) that may still want access but cannot participate. Smaller airports that lack the financial resources to pay for reimbursable services and may fall further behind in screening capacity relative to wealthier airports. Taxpayers at non-participating airports who fund baseline TSA operations but do not receive the same level of service flexibility. TSA officers whose scheduling and working conditions may be affected by the demands of reimbursable contracts.
Supporters argue
Supporters argue that the Reimbursable Screening Services Program has demonstrated value by allowing airports to tailor TSA staffing to their specific operational needs without drawing on additional federal appropriations — the airport, not the taxpayer, bears the cost. They contend that expanding the cap from 8 to 14 airports responds to demonstrated demand from airports that have been unable to participate due to the existing limit, and that extending the program through 2031 provides the long-term planning certainty airports need to invest in terminal infrastructure and scheduling.
Opponents argue
Opponents argue that allowing airports to pay for premium TSA screening access creates a two-tiered security system where wealthier airports receive better service than those that cannot afford to participate, undermining the principle that aviation security is a uniform national public good. They contend that the program's expansion could incentivize TSA to prioritize reimbursable contracts over baseline screening quality at non-participating airports, and that Congress should instead focus on adequately funding TSA across all airports rather than extending a pay-for-service model.