The SAFEGUARDS Act of 2026 would direct a fixed share of revenue from the airline passenger-paid “9/11 Security Fee” into two aviation security funds starting in fiscal year 2027. The first $500 million collected each year under section 44940(a)(1) would go to the Aviation Security Capital Fund, and the next $250 million would go to a new Aviation Security Checkpoint Technology Fund. The bill is aimed at commercial air travelers and the Transportation Security Administration, with the money reserved for screening, security upgrades, and checkpoint technology.
What This Bill Does
- Starting in fiscal year 2027, the first $500 million from section 44940(a)(1) fees goes to the Aviation Security Capital Fund.
- A new Aviation Security Checkpoint Technology Fund would get the next $250 million each year after that.
- TSA must collect at least $500 million for the Capital Fund and at least $250 million for the checkpoint tech fund.
- Checkpoint technology money can be used for testing, procurement, deployment, installation, and sustainment.
- The bill says 9/11 Security Fee revenue should be used only for aviation security purposes and diversion should end no later than 2027.
Who This Bill Affects
If you fly commercially, this bill would redirect a set amount of airline security-fee revenue toward airport security investments beginning in fiscal year 2027: the first $500 million each year to the Aviation Security Capital Fund and the next $250 million to a new checkpoint technology fund. That could translate into more modern screening equipment and related TSA security spending, but it does not directly lower ticket prices or create a new benefit for non-travelers.
See how this bill affects you — sign in for a personalized analysisWho Supports & Opposes This
- Airline passengers who want fee revenue tied to airport security Supporters can argue that passengers already pay the 9/11 Security Fee specifically to support aviation safety, so those dollars should be reserved for screening, technology upgrades, and security personnel rather than general federal spending. The bill’s fixed funding amounts make that linkage explicit and predictable.
- TSA officials and airport security planners They may support the bill because it creates dedicated annual funding for capital improvements and checkpoint technology, which can help agencies plan purchases, installations, and long-term maintenance instead of relying on irregular appropriations. The new fund is also available until expended, which reduces year-to-year uncertainty.
- Airport operators and aviation security vendors Airport systems and manufacturers could favor a dedicated funding stream for security equipment because it supports testing, procurement, deployment, and sustainment of new checkpoint technology. That can help airports replace outdated systems and standardize upgrades across locations.
- Budget officials and lawmakers focused on general-fund flexibility Opponents may argue that locking specific fee revenue into aviation security funds reduces Congress’s flexibility to use the money for other priorities. A dedicated transfer also means fewer options for balancing competing federal demands in future budgets.
- Passengers sensitive to higher travel-related costs Because the bill instructs TSA to impose the fee so as to collect at least $500 million and $250 million annually for the two funds, critics may worry that the passenger-paid fee becomes more firmly tied to a set revenue target. That can be viewed as protecting security spending, but also as cementing the cost burden on ticket buyers.
- Advocates for broader homeland-security funding priorities Some stakeholders may prefer aviation security money to be integrated with broader security budgeting rather than earmarked for checkpoint technology and capital projects. They could argue that narrow earmarks may leave less room to respond to other urgent security needs.
Key Implications
-
““the first $500,000,000 derived from fees received under section 44940(a)(1) shall be available to be deposited in the Fund””
This creates a guaranteed annual funding floor for the Aviation Security Capital Fund starting in fiscal year 2027. For travelers, that means a defined share of the fee they pay would be reserved for TSA capital investments rather than general use.
-
““the next $250,000,000 ... shall be available to be deposited in the ASCT Fund””
After the first $500 million, a second block of fee revenue is carved out for checkpoint technology. That money is intended for airport screening tools and related systems, not for unrelated DHS activities.
-
““testing, procurement, deployment, installation, and sustainment of aviation security checkpoint technology””
The bill does not just fund buying equipment; it also covers the full lifecycle of security technology. That can support both new purchases and the ongoing upkeep needed to keep airport screening systems functioning.
-
““The diversion of 9/11 Security Fee revenue to other purposes should be ended no later than 2027””
This expresses Congress’s intent to stop using the fee for non-security purposes by that date. If implemented, it would narrow how the fee can be spent and strengthen the connection between the charge on travelers and aviation security outcomes.
-
““available until expended””
This means money in the new checkpoint technology fund would not expire at the end of a fiscal year. TSA could carry it forward until it is used, which can help with longer procurement and deployment timelines.
Official Source & Bill Facts
BillBoard checks this page against public Congress.gov metadata, then adds plain-English analysis where available.
- Bill
- HR 8770
- Congress
- 119th Congress
- Official title
- SAFEGUARDS Act of 2026
- Policy area
- Defense & Military
- Latest action
- Ordered to be Reported by the Yeas and Nays: 26 - 3. (June 24, 2026)
- Last updated
- June 25, 2026
Latest Status
June 24, 2026
Ordered to be Reported by the Yeas and Nays: 26 - 3.
Related Bills
Take Action
Get more from BillBoard
Free tools to understand, respond to, and track this bill.
Ask AI about this billData sourced from api.congress.gov.