The Applications Experience

The Transportation Security Administration manages the applications process for prospective Federal Flight Deck Officers (FFDOs).  The process consists of a 14-16 page computer-based application taken at a designated vendor, a background investigation, a computer-based psychological exam, a personal psychological interview done by one of a network of TSA-contract psychologists across the country, a physical exam, and, finally, practical training done in Artesia, New Mexico by Federal Law Enforcement Training Center (FLETC) instructors.  Applicants must pass each phase before being scheduled to continue to the next.  The timeline from initial application through deputization generally takes from two to five months if the applicant encounters no delays and is not rejected.

Unfortunately, many highly qualified applicants are delayed or disqualified during the bureaucratic portion of the applications process (though the number disqualified has dropped somewhat in the past year).  Also, the TSA bureaucracy has no structure for interpreting any perceived "adverse" event or finding along the way and the applicant has no method or contact number for checking on his or her status, correcting inaccurate information or appealing any finding.  It is not unusual for an applicant to sail through the process.  It is also not unusual for an applicant to not hear from the TSA for months; and, in a few cases, never -- or to be rejected without any reason given.

Usually, a rejected pilot receives an email notification from TSA advising that the pilot will no longer be considered for the FFDO program and may reapply in one year.  The pilot is never given a reason for his or her rejection.  Pilots who file Freedom of Information Act (FOIA) requests to learn the reason they were disqualified are typically given only a copy of the application information they submitted in the first place; and this only after several months.  Information pertaining to the background investigation and the psychological assessments is redacted.  Last year, TSA reported a four month backlog of FOIA requests from rejected applicants.

Pilots who are rejected from the program without explanation are understandably disillusioned and dismayed about their experience, especially if they have a current or former background in law enforcement, firearms or tactical training.  These pilots frequently comment they will never apply again until the applications process is repaired and the program philosophy changed to encourage participation.  They also fear the TSA may share its arbitrary judgment of a pilot's psychological competence with his employer or the FAA, jeopardizing the pilot's career.  So far, we are not aware of any case where this has happened.  The majority of pilots (50,000 across the industry) simply refuse to apply in the first place until the applications process and operating procedures are more palatable and in line with those proven and used by other federal law enforcement agencies.

Pilots who apply, successfully navigate the bureaucracy, and are invited to FLETC’s Artesia, New Mexico training facility for practical training, however, almost always satisfactorily pass training and  go on to become FFDOs.  These pilots are extremely impressed with the training technology at the FLETC training facility and the quality of instruction provided by FLETC instructors, as well as the instructors' singular dedication to the FFDO program.  Comments citing how the instructors "bent over backwards" to accommodate applicants are common.  Since these pilots had no problems during the application phase, they do not generally understand complaints about it and they judge their application and training experience fair, thinking an applicant who didn’t make the grade must have been unqualified.  But nothing could be further from the truth.

Broadly, the TSA bureaucracy is built to obstruct FFDO applicants, while the FLETC tactical program in Artesia (which is not operated by TSA) is designed to promote their success.

The Applications Process

Some applicants report having difficulty traveling on multiple trips to sometimes distant testing locations for initial computer-based tests and psychological evaluations, as well as finding time to complete the multi-step applications and testing process.  They also voice dismay at the psychological screening requirements for proven airline pilots, which exceed requirements for other federal law enforcement positions.  If the applicant successfully completes these layers, he or she must schedule time off with no pay to attend FLETC FFDO tactical training in Artesia, NM -- a three hour TSA-provided bus ride from ABQ (the buses are modern and air-conditioned).  Some airlines are not cooperative in assisting the applicant with scheduling time off, while others agree to drop the pilot's trips for no pay.

At Artesia, there is a small daily fee for room and board, which the applicant is required to pay.  Training and equipment is provided, however the applicant is not paid for training and is not reimbursed for lost salary.  Accommodations are functional and adequate (think of a Days Inn or college dorm).  Attending FFDO training generally costs the pilot from $2000-$4000 in lost salary and fees.  Pilots may mitigate some costs by scheduling training on vacations or days off.  All required FFDO equipment, including firearms, holsters and ammunition, is provided free of charge by FLETC.  But read APSA’s publication, FFDO Practical Training Primer for an in-depth look at what to bring to training.

Practical training is half-speed contact hand to hand combat, and firearms training.  Applicants should expect to be bruised and stiff upon completion, but we have had no reports of any pilot for whom practical training was too demanding.  Pilots have occasionally suffered minor injuries during training.  Pilots need not be in exceptional physical condition to complete training, but it makes the experience more enjoyable.  FFDOs are deputized after satisfactorily completing tactical training.

Once FFDOs are deployed, they comprise the only operational layer of aviation security that has a reasonable chance of preventing another 9/11 attack.  There have been very few adverse incidents among deployed FFDOs, and FFDOs have performed their responsibilities flawlessly and without supervision. 

FFDOs are responsible for adhering to all standard operating procedures, including transporting their weapons in locked containers throughout the air transportation system, boxing and unboxing their weapons at the beginning and end of every flight, and every time they leave the cockpit, complying with TSA procedures on flight schedule coordination, and satisfactorily completing firearms requalification every six months, sometimes at a remote location.  FFDOs are issued an I.D. card but not a badge and are federal law enforcement officers with limited authority only in the cockpit while on flight duty.  FFDOs are not paid nor compensated for any part of their participation.  On duty FFDOs enjoy alternative screening practices at airport checkpoints.

FFDOs in the field complain about onerous, non-sensical and unsafe operating procedures, lack of access to training resources and support, as well as having to travel sometimes long distances to an approved requalification facility, depending on where they live.  They also report general antipathy on the TSA's part toward their suggestions and concerns.  Last year, TSA lobbied against a bill designed to improve the FFDO program and threatened FFDOs for complaining about program dysfunctions to Congress.  The majority, of FFDOs, however, believe their participation is critical to airline security and remain hopeful the program will grow more "pilot-friendly." They continue to participate, reporting the program is important and the inconvenience is worth it, and hope to “change it from within.”

Rumors abound of "coming changes" in the FFDO program.  However, without a significant philosophical or attitude change on TSA's part, a mandate from the Department of Homeland Security, new legislation, a significant groundswell from pilots, or another hijack attack, we do not believe the program will be significantly expanded or enhanced.  The latest budget allocations for FFDO include only enough money to generally requalify existing FFDOs.  The budget does not seem to contemplate an enhanced program.

At the same time, there are those within the program arguing for change.  It is not yet clear how successful they will be.  If change does happen, a large number of pilots will immediately apply.  Those FFDOs already deployed in that event will not have to wait to be trained.

APSA neither encourages nor discourages pilots from applying to become FFDOs.  The decision to accept the responsibilities demanded by the program, particularly as it is being managed, must be a personal one.  Some former APSA leaders have applied for the program and are now FFDOs.  Others have applied and been rejected.  A number of APSA Board members choose not to apply until the program is better managed.  Obviously, we need more FFDOs to protect our cockpits than the fraction that are deployed now.  But we also understand the reluctance of most pilots to volunteer for the program in its present form, and note a significant number who apply, are turned away by the agency charged with implementing the program.  We take the opportunity to thank every pilot who applies, and empathize with those who do not.

If you choose to apply, read thoroughly our advice on how to manage applications process; it may make the difference in whether you are accepted or able to successfully challenge your rejection.  Also, please let us know about your experience either way, so we can carry your input directly to those who can make a difference.

Whatever your personal decision, please support the FFDO program and its officers.  They truly are the first line of deterrence; and the last line of defense!