Houston Airport TSA Waits Exceed Four Hours After ICE Deployment

On Sunday, March 22, Ariana Basulto arrived at George Bush Intercontinental Airport in Houston with what she thought was plenty of time to catch her flight. She missed it by two minutes. The rebooking cost her $300 [1]. She was not alone. At least 40 passengers failed to clear security in time for their flights that day at Bush alone, according to CBS News [2]. Whitney West, who arrived four hours before her departure to Sarasota, Florida, found herself still stuck in line with 45 minutes left on the clock—and no end in sight [1].

The security line at Terminal E stretched across three floors, beginning at the checkpoint, descending through a subway corridor, winding past baggage claim, and climbing back up to the ticketing level [2]. There was no food. Airport staff handed out water [2]. PreCheck and CLEAR—the paid expedited lanes that millions of travelers rely on—were shut down entirely [1].

This is the reality at one of America's busiest airports six weeks into a partial Department of Homeland Security shutdown that has left TSA officers working without pay since February 14, 2026 [3].

The Staffing Crisis by the Numbers

George Bush Intercontinental Airport handles approximately 48.5 million passengers per year across five terminals [4]. Under normal operations, each terminal maintains its own TSA security checkpoint. As of Monday, March 23, only two checkpoints remained open—at Terminals A and E—funneling the airport's entire passenger load through a fraction of its screening capacity [5].

The root cause is straightforward: TSA officers are not showing up because they are not being paid. At Bush Intercontinental, the callout rate reached 36.6% on Friday, March 21 [3]. At William P. Hobby Airport, Houston's second commercial airport, the rate hit 51.5% the same day—meaning more than half the screening workforce stayed home [3]. On March 14, Hobby recorded a single-day callout rate of 55%, the highest of any major airport in the country [6].

Nationally, TSA's roughly 50,000 front-line screening officers have seen callout rates hover above 9% for six consecutive days, with a record 10.22% absentee rate on March 20 [3]. The worst-affected airports tell a starker story: Atlanta's Hartsfield-Jackson hit 41.5%, JFK reached 37.4%, and New Orleans recorded 42.3% [7].

Source: NBC News / CBS News

Data as of Mar 24, 2026CSV

The absences are not just about sick days. More than 400 TSA officers have quit outright since the shutdown began [3]. Nearly half of those who resigned had more than three years of experience; a third had more than five years [3]. Another 2,100 officers have filed transfer paperwork to other federal agencies or local police departments [6]. Each replacement officer requires four to six months of specialized training before they can work a checkpoint [6].

TSA officers earn starting salaries of approximately $34,500 per year, with averages ranging from $46,000 to $55,000 [8]. Union leaders describe officers facing eviction notices, vehicle repossessions, empty refrigerators, and overdrawn bank accounts [8]. Cameron Cochems, a TSA union leader in Boise, told Fortune: "It's just exhausting. Every day it just feels like this weight gets heavier and heavier on us" [8].

A 2024 Government Accountability Office report found that TSA already had some of the lowest workforce morale in the federal government before this shutdown, driven by low pay, inconsistent management, and poor work-life balance [8].

Why Houston Was Hit Hardest

Several factors converged to make Houston the epicenter of the TSA crisis. Bush Intercontinental is the nation's 11th-busiest airport by passenger volume, a major United Airlines hub handling nearly 35 million passengers annually through Terminals C and E alone [4]. The airport recorded 44 operational "hotspots"—incidents where staffing shortages threatened checkpoint operations—during the shutdown, more than any other airport, followed by New Orleans with 35 and Atlanta with 32 [6].

Houston's vulnerability was compounded by timing. Spring break travel surged passenger volumes at precisely the moment staffing collapsed. DHS itself acknowledged the collision in a March 17 statement, noting that TSA officers were "being forced to work without pay" during "one of the busiest travel periods of the year" [9].

The shutdown also eliminated premium screening options. With PreCheck and CLEAR lanes closed, every passenger—including those who paid for expedited access—waited in the same standard line [1]. This removed the tiered system that normally distributes passenger flow across multiple queues.

Former TSA Administrator John Pistole identified an additional structural problem: approximately one-third of the revenue from the 9/11 security fee—a surcharge on every airline ticket—has been diverted away from TSA operations for a decade. In fiscal year 2026, roughly $1.6 billion earmarked for TSA was redirected to reduce the federal deficit [10].

The ICE Deployment: What It Is and What It Isn't

On March 22, President Trump directed Immigration and Customs Enforcement to deploy agents to airports struggling with TSA staffing shortages [11]. Border czar Tom Homan confirmed the order, stating ICE would begin assisting the following Monday [12].

As of March 23, ICE officers were present at 13 airports: Chicago O'Hare, Cleveland Hopkins, Atlanta Hartsfield-Jackson, Houston Hobby, JFK, LaGuardia, New Orleans, San Juan's Luis Muñoz Marín, Newark Liberty, Philadelphia, Phoenix Sky Harbor, Pittsburgh, and Southwest Florida International in Fort Myers [7]. Officials indicated that at least 50 ICE personnel per shift would staff each location [7].

The deployment drew an immediate distinction: ICE agents are not conducting security screening. They are not trained to operate magnetometers or X-ray machines [10]. Tom Homan stated that officers would assist "with security at entrances and exits," performing tasks like guarding exit lanes and checking passenger IDs—functions intended to free up certified TSA officers for actual screening duties [12].

ICE was able to deploy because, unlike TSA, it was not affected by the DHS funding lapse. The agency received billions in multi-year funding through the "One Big Beautiful Bill Act," giving it operational capacity independent of annual appropriations [11].

Source: GDELT Project

Data as of Mar 24, 2026CSV

But passengers reported no discernible improvement. At Bush Intercontinental on Monday, about 25 ICE agents were on-site [2]. Traveler Jacoby Bradley told Click2Houston: "It should be going really quickly if they're helping" [10]. Abraham Omar described entering through a security door three hours earlier and making almost no progress [10].

Former Administrator Pistole explained the limitation bluntly: "The best they can do is to help with queue management" [10]. The bottleneck is not crowd flow—it is the number of certified screeners operating X-ray machines and conducting pat-downs. ICE agents cannot substitute for that capability.

Civil Liberties and the Question of Mission Creep

The presence of armed immigration enforcement officers at domestic airport checkpoints has raised concerns that extend beyond operational effectiveness.

The ACLU issued a statement from Naureen Shah, its Director of Policy and Government Affairs for Immigration: "Never in our history has a president deployed armed agents to the airport to inspire fear among families" [13]. The organization cited ICE's documented history of excessive force and argued the deployment represents an unprecedented use of immigration enforcement as domestic policing [13].

The legal framework is contested. ICE agents derive authority from federal immigration statutes, particularly 8 U.S.C. § 1357, which grants immigration officers broad powers to conduct searches, arrests, and interrogations anywhere in the United States [14]. Civil liberties advocates argue that deploying these authorities at TSA checkpoints—where domestic travelers with no immigration issues pass through—blurs the statutory boundary between transportation security (TSA's mission) and immigration enforcement (ICE's mission) [13].

Administration officials have stated repeatedly that ICE agents are not conducting immigration enforcement at airports [5]. No public data has been released on whether any passengers have been detained during or after TSA screening as a result of ICE's presence [10].

Everett Kelley, national president of the American Federation of Government Employees—the union representing TSA workers—offered a direct assessment: "Putting untrained personnel at security checkpoints does not fill a gap. It creates one" [15]. Illinois Governor's office called the deployment "pouring gasoline into a fire" rather than addressing root causes [7].

The Political Standoff Behind the Shutdown

The DHS shutdown began February 14, 2026, when Congress failed to renew department funding. The standoff has persisted for 38 days as of late March, making it one of the longest partial shutdowns affecting a single department in recent history [16].

The politics are tangled. House Republicans passed H.R. 7744, the Department of Homeland Security Appropriations Act, by a vote of 221 to 209 [17]. The bill included full DHS funding. Senate Democrats blocked it, demanding reforms to ICE and Customs and Border Protection operations as a condition of approval [16].

Republicans, in turn, blocked five separate Democratic proposals to fund individual DHS components—including a standalone bill to pay TSA workers—arguing that the department should be funded as a whole [18]. A Democratic measure to fund only TSA failed on a 41-49 party-line vote, short of the 60 needed to advance [3].

The sticking point extends beyond DHS operations. Republicans planned to use the funding vehicle to advance the SAVE America Act, which would require proof of citizenship to register to vote and photo ID to cast a ballot, including for mail-in voting [16]. Democrats have refused to attach those provisions to must-pass spending legislation.

As of March 23, senators expressed cautious optimism after a White House meeting with President Trump, with GOP members indicating that ICE funding could be pursued separately through the reconciliation process—potentially clearing the path for a clean DHS funding bill [19].

The Economic Toll

While no comprehensive economic impact study has been published, the costs are accumulating at the individual level. Passengers who miss flights due to TSA delays generally bear the expense themselves—airlines are not required to provide refunds for missed flights caused by federal security operations [20]. Southwest Airlines announced it would rebook affected passengers at no cost, but other carriers have not made similar commitments [20].

Documented costs include rebooking fees of $300 or more, unplanned hotel stays, and lost wages for hourly workers [1]. Duke Jones, who missed a connection at Bush, told Houston Public Media: "Nobody covered our hotels" [1].

The broader economic picture includes rising airfare driven by Middle East-related oil price increases [20], the loss of more than 400 experienced TSA officers who will cost millions to replace and months to retrain [3], and the operational cost of deploying at least 50 ICE agents per shift to each of 13 airports [7].

What Would It Take to Fix This

The immediate solution is the most obvious one: pay TSA workers. Every expert, union leader, and former administrator interviewed in coverage of the crisis has identified the funding lapse as the sole cause of the staffing collapse [8] [10] [12]. ICE deployment, checkpoint consolidation, and arrival-time advisories are all downstream responses to the core problem of an unpaid workforce.

Restoring normal operations will take longer than passing a funding bill. With more than 400 officers gone and 2,100 seeking transfers, TSA faces a training pipeline that takes four to six months per officer [6]. Atlanta is advising travelers to arrive four hours early [21]. New Orleans has set a three-hour recommendation [21]. Bush Intercontinental's two open checkpoints have no announced timeline for restoration to full capacity [5].

Former Administrator Pistole's observation about the diverted 9/11 security fees points to a structural vulnerability that predates this shutdown: even when fully funded, TSA operates with revenue that Congress has systematically redirected [10]. The current crisis exposed what was already a thin margin.

The decision-making authority rests with Congress. TSA cannot fund itself. The White House can deploy ICE agents and issue statements, but cannot appropriate money. Until a funding bill passes both chambers and reaches the president's desk, TSA officers will continue working without pay—and the lines at Houston's airports will continue to grow.