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TSA administrator discusses security measures amid lobbying against JSX

TSA administrator discusses security measures amid lobbying against JSX
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Gary Leff Chief Financial Officer | View from the Wing

Former American Airlines Chairman Doug Parker has revealed efforts to use federal influence to challenge a smaller competitor, JSX. In March, during an appearance on the Airlines Confidential podcast, Parker disclosed that he and Southwest Airlines Chief Operating Officer Andrew Watterson had approached TSA Administrator David Pekoske a year earlier. They requested that JSX be prohibited from operating out of private terminals without TSA screeners.

American Airlines and Southwest, alongside pilot unions, sought governmental intervention against JSX due to its competitive edge. JSX's service model allows passengers to bypass commercial terminals, arrive 20 minutes before flights, avoid security lines, enjoy first-class seats without bag fees, and receive complimentary drinks onboard. Additionally, JSX attracts recently-retired senior captains from American and Southwest as well as junior co-pilots.

Following Parker's advocacy, the TSA agreed to review the Twelve-Five Standard Security Program requirements for public charter flights. For JSX:

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- Every passenger undergoes weapons detection.

- Passenger IDs are checked against government databases.

- All bags are swabbed.

JSX operates 30-seat planes on short flights, which are considered less of a security risk compared to larger aircraft like American Airlines' 274-seat widebodies. There have been no reported security breaches with JSX.

Interestingly, both American Airlines and Southwest also charter planes that circumvent TSA screening.

During his own appearance on the Airlines Confidential podcast, Pekoske discussed plans to update security requirements for charter operators. He indicated that while they are revising their plans in response to new risks, it is unlikely they will mandate public charter operators like JSX to use commercial terminals with TSA screeners.

Pekoske stated that the TSA evaluates emerging risks and aims to mitigate them satisfactorily. Although there is an acknowledged "additional risk of public charter flights," public charters were notified of potential changes and invited to comment by the end of June. The TSA will consider feedback from affected carriers before announcing required changes within a few months.

When asked if this would necessitate more TSA screeners or funding, Pekoske responded negatively. He emphasized alternative methods for addressing security vulnerabilities beyond direct passenger screening by TSA officers.

The Administrator suggested that future requirements would likely involve security procedures already employed by JSX under the Twelve-Five Standard Security Program. This implies that efforts by American Airlines and Southwest to pressure JSX through the TSA may not succeed. Pekoske did not address whether it was appropriate for the agency to act based on lobbying from competitors.

Meanwhile, the FAA is still considering rulemaking influenced by pilot unions and major airlines like American and Southwest—an initiative admitted by current American CEO as aimed at eliminating competition from operators like JSX.

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