United States Government Accountability Office

GAO Report to Congressional Requesters

REAGAN NATIONAL 

AIRPORT 

Update on Capacity to 

Handle Additional 

Flights and Impact on 

Other Area Airports 

February 2007 

 

GAO-07-352 
What GAO Found

United States Government Accountability Office

Why GAO Did This Study

Highlights

Accountability Integrity Reliability

February 2007

REAGAN NATIONAL AIRPORT 

Update on Airport's Capacity to Handle 

Additional Flights and Impact on Other 

Area Airports 

Highlights of GAO-07-352, a report to 

congressional requesters 

In 1999, GAO reported that Reagan 

National Airport could 

accommodate at least 36 more

slots, which are authorizations 

from DOT for a takeoff or landing.

In 2000 and 2003, two federal 

statutes, known as AIR-21 and 

Vision 100, permitted DOT to 

award 44 new slots to airlines, 24 of

which could be used for flights to 

cities more than 1,250 miles, which 

was the statutorily mandated limit 

for non stop flights from Reagan 

National. The DOT awards went to 

airlines serving six cities (Denver, 

Las Vegas, Los Angeles, Phoenix,

Salt Lake City, and Seattle). For 

this year’s reauthorization of the 

FAA, GAO was asked for an update 

on the capacity of Reagan National

to accommodate additional slots 

and the effect of relaxing the

perimeter rule. GAO updated its 

1999 study to answer these key 

questions: (1) To what extent can 

Reagan National accommodate

additional flights? (2) Since AIR-21 

and Vision 100, what changes have

occurred in market share and fares 

for flights operating between the 

six beyond-perimeter cities and the 

three Washington, D.C., area

airports? In commenting on this 

report, DOT and the airports 

authority generally agree with our

findings but with one exception,

the airports authority disagrees 

with DOT’s estimate of slots 

because it disputes their 

methodological assumptions. We 

believe the department’s 

methodology for estimating airport

capacity is appropriate.

Reagan National Airport can accommodate some additional in capacity, but 

airport infrastructure constrains how much can be added. FAA officials 

believe that some additional slots can be added, while airport officials have 

not made an estimate. FAA, using the results of a 1995 DOT capacity study, 

determined that the airport’s airside infrastructure (e.g., runways) could 

accommodate four additional slots per hour. Airport officials said they were 

unsure how many additional slots, if any, the airport could accommodate but 

cited several factors that could limit the airport’s capacity to absorb 

additional slots including the limited number of gates currently available for 

loading airplanes and other infrastructure constraints. GAO’s work shows 

that even if the number of slots is not increased, there is some opportunity to

expand current capacity by filling unused slots and increasing the size of 

aircraft on existing slots to increase the number of flights and the number of 

passengers served. Currently, nearly 80 slots are unused because they are at 

early morning or late evening times and airlines have not applied to use 

these time slots. In addition, many of the slots reserved for large passenger 

jets are currently being used by smaller regional jets. 

Airlines awarded slots for direct flights between Reagan National and the six 

beyond-perimeter cities gained significant market share in those selected 

cities, but the effect of these slots on competing flights operating between 

these cities and the other Washington, D.C. area airports is not evident. For 

each of the six beyond-perimeter cities, the direct flights to and from Reagan 

National captured the majority of passengers flying between that city and 

Reagan National. In most cases, the airlines charged higher fares than 

competing connecting flights. GAO did not find evidence in passengers or 

fare data that would indicate that the new service between Reagan National 

and the six beyond perimeter cities had substantially affected service from 

Dulles or Baltimore-Washington International airports to these cities. 

Cities Served with Additional Reagan National Airport Slots Permitted under AIR-21 and 

Vision 100, Both beyond and within 1,250 Miles

www.gao.gov/cgi-bin/getrpt?GAO-07-352.

To view the full product, including the scope 

and methodology, click on the link above. 

For more information, contact Gerald

Dillingham at (202) 512-4803 or 

dillinghamg@gao.gov. 
Contents 

Letter 1

Results in Brief 3

Background 5

FAA Indicates Some Additional Capacity Could Be Added, but 

Airports Authority Cites Airport Infrastructure Constraints as an 

Obstacle 10

Airlines with Nonstop Service between Beyond-Perimeter Airports 

and Reagan National Gained Significant Market Share of Traffic 

in Those Markets, While the Effect on Flights to Other Area 

Airports Is Not Evident 16 

Agency Comments 22 

Appendix I Scope and Methodology 25 

Appendix II Comments from the Metropolitan Washington 

Airports Authority 26 

GAO Comment 30 

Appendix III GAO Contact and Staff Acknowledgments 31

Tables 

Table 1: Slots Per Hour by Carrier 7 

Table 2: Reagan National Slots Allocated and Used by Aircraft

Type, August 2006 16 

Table 3: Share of Passenger Traffic by Airline 17 

Table 4: Average One-way Fares for Nonstop and Connecting 

Flights to Reagan National in Beyond-Perimeter Airports 

(2005)17 

Figures 

Figure 1: Layout of Reagan National Airport 6 

Figure 2: Summary of Slot Exemptions Granted by DOT under AIR21 and Vision 100 as of September 2006 9 

Figure 3: Number of Flights at Reagan National By Aircraft, 

January 2001- August 2006 13 

Page i GAO-07-352 Reagan National Airport
Figure 4: Annual Percentage Change in Passengers for All Dulles 

Flights and Flights between Dulles and Six BeyondPerimeter Airports, 1999-2005 19 

Figure 5: Annual Percentage Change in Average Fares for All 

Dulles Flights and Flights between Dulles and Six BeyondPerimeter Airports, 1999-2005 20 

Figure 6: Annual Percentage Change in Passengers for All BWI 

Flights and Flights between BWI and Six BeyondPerimeter Airports, 1999-2005 21 

Figure 7: Annual Percentage Change in Average Fares for All BWI 

Flights and Flights between BWI and Six BeyondPerimeter Airports, 1999-2005 22 

Abbreviation 

AIR-21 Wendell H. Ford Aviation Investment and Reform Act for 

 the 21st Century 

BWI Baltimore-Washington Thurgood Marshall International 

 Airport 

DOT Department of Transportation 

DHS Department of Homeland Security 

FAA Federal Aviation Administration 

Vision 100 Vision 100 - Century of Aviation Reauthorization Act 

IFR Instrument Flight Rules 

VFR Visual Flight Rules 

GAO Government Accountability Office 

This is a work of the U.S. government and is not subject to copyright protection in the 

United States. It may be reproduced and distributed in its entirety without further 

permission from GAO. However, because this work may contain copyrighted images or 

other material, permission from the copyright holder may be necessary if you wish to 

reproduce this material separately. 

Page ii GAO-07-352 Reagan National Airport
United States Government Accountability Office

Washington, DC 20548 

February 28, 2007 

The Honorable John Mica 

Ranking Republican Member 

Committee on Transportation and Infrastructure 

House of Representatives 

The Honorable John Mica 

Ranking Republican Member 

Committee on Transportation and Infrastructure 

House of Representatives 

The Honorable Tom Petri 

Ranking Republican Member 

Subcommittee on Aviation 

Committee on Transportation and Infrastructure 

House of Representatives 

The Honorable Tom Petri 

Ranking Republican Member 

Subcommittee on Aviation 

Committee on Transportation and Infrastructure 

House of Representatives 

Ronald Reagan Washington National Airport’s (Reagan National) central 

location in the Baltimore-Washington D.C.–Northern Virginia region and

proximity to the Nation’s capital makes it very popular for airlines and 

passengers. However, since the 1960’s, the federal government has 

restricted air traffic at Reagan National to reduce congestion and spur 

growth at other nearby airports. This has been achieved by controlling the 

number of takeoffs and landings that can occur at Reagan National each 

day within hourly time periods. To take off or land during any given hour 

at Reagan National, an airline must first obtain a slot that is an 

authorization from the Federal Aviation Administration (FAA) under what 

is called the slot rule. Each slot equates to one takeoff or landing. The 

airport’s growth has also been constrained by limiting the distance that 

flights are allowed to travel. Under what is called the perimeter rule, the 

distance of nonstop flights that serve the airport is limited to 1,250 miles. 

Under this rule, passengers wishing to fly to Reagan National from airports 

more than 1,250 miles away must first fly to an airport within 1,250 miles 

and then take another flight continuing on to Reagan National. The slot 

rule also grants 12 slots per hour to general aviation or other aircraft that

do not operate on a scheduled basis, such as corporate jets or military 

planes. Prior to the terrorist attacks of September 11, 2001, there were 

over 40,000 annual general aviation and unscheduled flights to and from 

Reagan National but since then, the Department of Homeland Security 

(DHS) restrictions on general aviation flights in the national capital region

have drastically curtailed the use of these slots to about 200 over the past 

year. 

Ronald Reagan Washington National Airport’s (Reagan National) central 

location in the Baltimore-Washington D.C.–Northern Virginia region and

proximity to the Nation’s capital makes it very popular for airlines and 

passengers. However, since the 1960’s, the federal government has 

restricted air traffic at Reagan National to reduce congestion and spur 

growth at other nearby airports. This has been achieved by controlling the 

number of takeoffs and landings that can occur at Reagan National each 

day within hourly time periods. To take off or land during any given hour 

at Reagan National, an airline must first obtain a slot that is an 

authorization from the Federal Aviation Administration (FAA) under what 

is called the slot rule. Each slot equates to one takeoff or landing. The 

airport’s growth has also been constrained by limiting the distance that 

flights are allowed to travel. Under what is called the perimeter rule, the 

distance of nonstop flights that serve the airport is limited to 1,250 miles. 

Under this rule, passengers wishing to fly to Reagan National from airports 

more than 1,250 miles away must first fly to an airport within 1,250 miles 

and then take another flight continuing on to Reagan National. The slot 

rule also grants 12 slots per hour to general aviation or other aircraft that

do not operate on a scheduled basis, such as corporate jets or military 

planes. Prior to the terrorist attacks of September 11, 2001, there were 

over 40,000 annual general aviation and unscheduled flights to and from 

Reagan National but since then, the Department of Homeland Security 

(DHS) restrictions on general aviation flights in the national capital region

have drastically curtailed the use of these slots to about 200 over the past 

year. 

In 1999, we analyzed legislative proposals to increase the number of slots 

at Reagan National and reported that the airport could accommodate at 

In 1999, we analyzed legislative proposals to increase the number of slots 

at Reagan National and reported that the airport could accommodate at 

Page 1 GAO-07-352 Reagan National Airport
least 36 more slots per day and that adding beyond-perimeter slots would 

have limited effects on nearby Dulles International (Dulles) and BaltimoreWashington Thurgood Marshall International Airport (BWI).1

 The rule that 

governs the number of slots at Reagan National limits the number of 

takeoffs or landings to 48 commercial slots per hour occurs during an 18-

hour period (6:00 a.m. to midnight) over the airport’s 24-hour operating 

day.2

In 2000 and 2003, two federal statutes —AIR-213 and Vision 1004 increased 

the number of slots and for the first time allowed for exemptions to be 

granted to the perimeter rule. The statutes granted exemptions to the 

existing rules, adding 44 slots per day during a 15-hour period and allowing

24 of these slots for flights of more than 1,250 miles—flights longer than 

1,250 miles are called beyond-perimeter flights.5 In effect, given the 15-

hour period for these slot exemptions, this added on average three 

commercial slots per hour. The Department of Transportation (DOT) 

awarded these new slots exemptions to airlines and routes that best met 

specified criteria.6

 The 24 beyond-perimeter slot exemptions were 

awarded to airlines operating flights from six airports–Denver 

International (Denver), Phoenix-Sky Harbor (Phoenix), McCarran 

International (Las Vegas), Los Angeles International (Los Angeles), Salt 

 1

GAO/RCED- 99-234. 

2

14 C.F.R. § 93, Subpart K.

3

The Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (AIR-21) 

Pub. L. No. 106-81 (Apr. 5, 2000). 

4

The Century of Aviation Reauthorization Act (Vision 100) Pub. L. No. 108-176 (Dec. 13, 

2003). 

5

AIR-21 and Vision 100 permitted slots to operate during 7:00 a.m through 9:59 p.m.

6

Congress set forth slot exemption criteria, and DOT granted exemptions to airlines whose 

service would (for beyond-perimeter exemptions) (1) provide air transportation with 

domestic network benefits beyond the 1,250-mile perimeter, (2) increase competition by

new entrant air carriers or in multiple markets, (3) not reduce travel options for 

communities served by small hub airports and medium hub airports within the 1,250-mile 

perimeter and, (4) not result in meaningfully increased travel delays. For within-perimeter 

slot exemptions, DOT distributed exemptions in a manner that promoted air

transportation: (1) by new entrant air carriers and limited incumbent air carriers, (2) to 

communities without existing nonstop air transportation to Reagan National, (3) to small 

communities, (4) that will provide competitive nonstop air transportation on a nonstop 

route to Reagan National, or (5) that will produce the maximum competitive benefits, 

including low fares. 

Page 2 GAO-07-352 Reagan National Airport
Lake City International (Salt Lake City), and Seattle-Tacoma International

(Seattle). 

In anticipation of this year’s reauthorization of FAA, you asked for an 

update of GAO’s 1999 report on Reagan National’s ability to accommodate 

additional capacity and the effect of relaxing the perimeter rule. To 

provide this update, we addressed these key questions: 

• To what extent can Reagan National accommodate additional flights? 

• Since AIR-21 and Vision 100, for the six beyond-perimeter airports, what 

changes have occurred in market share and fares at Reagan National and 

what changes have occurred in the number of passengers and fares at 

Dulles and BWI airports? 

To identify the number of additional slots Reagan National can 

accommodate and the factors affecting existing capacity, we reviewed 

FAA flight data and gate utilization data obtained from the Metropolitan 

Washington Airports Authority (airports authority) and we interviewed 

DOT, FAA and airport officials. To assess the changes in passenger levels 

and fares at Washington area airports and the six beyond-perimeter 

airports, we analyzed DOT origin and destination ticket data and 

interviewed officials at all three Washington, D.C., area airports. We 

reviewed the reliability of these data and concluded that they were 

sufficiently reliable for our purposes. We conducted our work from July 

2006 to February 2007 in accordance with generally accepted government 

auditing standards. More details about the scope and the methodology of 

our work are presented in appendix I. 

Reagan National Airport can accommodate some additional capacity, but 

airport infrastructure constrains how much can be added. FAA officials 

believe that some new slots for flights can be added. Based on DOT’s 1995 

capacity study, FAA estimates that the airport’s airside infrastructure—

principally runways—could presently accommodate four additional slots 

per hour or 60 daily slots based on a 15-hour operating period. Airport 

officials disagree with FAA’s method of measuring capacity and said they

were unsure how many additional slots, if any, the airport could 

accommodate and cited several factors as contributing to their 

uncertainty. For example, officials said that the airport’s ability to absorb 

the slot exemptions granted under AIR-21 and Vision 100 has been aided 

by the near absence of general aviation flights. Whether general aviation 

will return to the previous levels is currently unknown; but in its absence,

Results in Brief 

Page 3 GAO-07-352 Reagan National Airport
airport officials said that some runway capacity remains unutilized. 

Airport officials also said that if additional slots are added, the airport’s 

ability to accommodate more aircraft will be limited by such factors as the 

lack of gates for loading airplanes and other infrastructure constraints. 

Our analysis shows that even if the number of slots is not increased, there

is some opportunity for expanding capacity under current rules. Currently, 

78 existing slots remain unused—mostly during the early morning and late

evening hours—and airlines have not applied to use these slots. In 

addition, the capacity of the existing slots could also be increased by using 

larger planes to carry more passengers. Currently, smaller commuter 

aircraft, carrying a maximum of 76 passengers, are being widely used in 

slots designated for larger jets. 

Airlines awarded slot exemptions for direct flights between Reagan 

National and the six beyond-perimeter airports gained a significant market 

share of traffic for those selected routes, but the effect of these flights on 

competing flights operating between these airports and the other 

Washington, D.C., area airports is not evident. For most of the six beyondperimeter airports, the direct flights to and from Reagan National captured 

the majority of passengers flying between that airport and Reagan 

National. In most cases, the airlines charge higher average fares than on

competing connecting flights. For example, in the Salt Lake City market, 

Delta Airlines (both nonstop and connecting flights) carries nearly 60 

percent of the passenger traffic serving Reagan National and charges on

average nearly $50 more for a direct flight than competing airlines charge

for connecting flights between Salt Lake City and Reagan National. We did

not find evidence about passengers or fares at Dulles or BWI for the six 

beyond-perimeter airports that would indicate that the new beyondperimeter service to Reagan National had substantially affected flights 

between these two airports and the six beyond-perimeter airports. 

DOT and the airports authority provided comments on a draft of this 

report and generally agree with our findings with one exception. While the 

airports authority believes it can accommodate some additional capacity it 

disagrees with the department’s estimate of how many additional slots it 

can accommodate because it disputes its methodological assumptions. 

DOT believes its methodology, which attempts to consider capacity under 

a variety of weather conditions, is more appropriate than the airport 

authority’s preference to estimate capacity only under poor weather 

conditions. We believe the department’s methodology for estimating 

airport capacity is more appropriate because the airport authority’s 

approach would leave large amounts of airfield capacity unused because a 

significantly higher capacity could be achieved during better weather 

Page 4 GAO-07-352 Reagan National Airport
conditions. DOT and the airports authority provided overall comments and 

technical clarifications in some areas of this report. We have addressed 

these comments and clarifications where appropriate. The airport 

authority’s comments and our responses are presented in appendix II. 

Reagan National Airport was built by the federal government and opened 

on June 16, 1941, on the western bank of the Potomac River, across from 

Washington, D.C.7

 Reagan National currently has three runways and two 

terminals with a total of 44 gates or passenger loading ramps for use by air

carriers. The airport currently handles 400 daily departures to 75 cities, 

offered by 20 different airlines (this includes commuter airlines, which 

operate solely for the major carriers). Terminal A, the original terminal, 

has 9 gates, and Terminal B/C, which opened in 1997, has 35 gates, 100 

ticket counters, and 12 baggage claim areas. In 2005, 17.8 million 

passengers used Reagan National. The airline with the largest number of 

flights at Reagan National is US Airways, which controls 44 percent of the 

commercial slots. The next largest operators are Delta Airlines and 

American Airlines, which have 14 percent of the commercial slots each. 

During 2005, these three airlines together accounted for nearly 60 percent 

of total passenger enplanements at the airport. 

Background 

 7

The airport’s official name changed from Washington National to Ronald Reagan 

Washington National Airport under Pub. L. No. 105-154, 112 Stat 3 (1998). 

Page 5 GAO-07-352 Reagan National Airport
Figure 1: Layout of Reagan National Airport 

Potomac RIver

“Main” Runway 1-19 (6,869 feet)

Runway 15-33 (5,240 feet)

Terminal B/C

Runway 4-22 (4,911 feet)

Terminal A

General Aviation Terminal

Source: FAA.

Page 6 GAO-07-352 Reagan National Airport
In 1969, FAA applied special air traffic rules to certain airports facing 

increasing delays and congestion that it designated as high-density 

airports: Chicago-O’Hare; New York’s LaGuardia and Kennedy; Newark, 

New Jersey; and Reagan National (DOT dropped Newark’s designation as 

a high-density airport in October 1970). Because of the restricted number 

of allowable flights, these airports are generally known as slot-controlled, 

and the special air traffic rules governing the allowable number of flights 

are referred to as slot rules, or high-density rules. 

The number of hourly slots at Reagan National is controlled by the federal 

government. Since 1969, the federal government has restricted the number 

of commercial takeoffs and landings at Reagan National. Currently, the

number allowed is 48 per hour: 37 for air carriers and 11 for commuter 

aircraft.8

 Table 1 shows the number of slots per hour by type of aircraft 

permitted under the slot rule. FAA authorizes general aviation or 

unscheduled aircraft to make an additional 12 takeoffs or landings during 

each hour for a total of 60 slots per hour. 

Table 1: Slots Per Hour by Carrier

Type Slots per hour

Air carriera 37b

Commuter 11

General aviation/unscheduled 12

Total 60

Source: GAO analysis of DOT documents. 

a

Can be used by commuter but not vice versa (14 C.F.R. § 93.123).

b

The original limit on the number of air carrier slots was 40 per hour. FAA reduced it to 37 in 1981 and

increased the number of commuter slots from 8 to 11. 

A perimeter rule has been in place at Reagan National since May 1966 

restricting airlines from operating nonstop flights between Reagan 

National and airports further than a specified distance. The FAA 

previously had concerns that allowing long-range jets to fly into Reagan

National would create a noise problem and hamper growth of the newly 

 8

Commuter aircraft are generally turboprop or small jet aircraft seating 76 or fewer 

passengers. Within the past few years, several commuter airlines have begun using small jet 

aircraft (regional jets) in their fleets. To avoid confusion throughout the remainder of this 

report, we will refer to all commuter aircraft, regardless of whether they are regional jets or 

turboprops, as commuter aircraft. 

Page 7 GAO-07-352 Reagan National Airport
built Dulles International Airport. As a result, with the airlines agreeing, 

the Civil Aeronautics Board approved a 650-mile perimeter, with 

exceptions of seven cities between 650 and 1,000 miles away that enjoyed 

grandfather status as of December 1, 1965. 

In 1986, the Congress codified the slot and perimeter rules into federal 

statute as part of the Metropolitan Washington Airports Act of 1986.9

 The 

act led to the transfer of authority over Reagan National and Dulles from 

the federal government to the Metropolitan Washington Airports Authority 

and set the perimeter at 1,250 miles, which allowed nonstop flights as far 

as Houston and Dallas. 

Two federal statutes enacted in 2000 and 2003 modified the slot and 

perimeter rules at Reagan National Airport. AIR-21 and Vision 100 

effectively added up to three commercial slots per hour and for the first 

time designated some slots for flights beyond the 1,250 mile perimeter. 

AIR-21 and Vision 100, combined, allowed the Secretary of Transportation 

to award 22 roundtrips, 12 with service to airports beyond the perimeter 

and 10 with service to airports within the perimeter. Figure 2 shows each 

market by number of slots and airline. 

 9

Pub. L. No. 99-500, 100 Stat. 1783-375, Pub. L. No. 99-591, 100 Stat. 3341-378. 

Page 8 GAO-07-352 Reagan National Airport
Figure 2: Summary of Slot Exemptions Granted by DOT under AIR-21 and Vision 100 as of September 2006 

Salt Lake City

Source: GAO analysis of DOT documents.

Los Angeles

Las Vegas

Seattle

Denver

Detroit

Atlanta

Washington, DC

Jackson

Chattanooga

Lexington

Chicago

1

1

2

2

3

3

4

4

5

5

6

6

8

8

7

9

9

10

10

11

11

12

12

13

14

15

15

14

13

Phoenix

Seattle, WA: 2 nonstop round trips (Alaska Airlines)

Salt Lake City, UT: 1 nonstop round trip (Delta Air Lines)

Denver, CO: 3 nonstop round trips (Frontier Airlines) and

 1 nonstop round trip (United Airlines)

Las Vegas, NV: 1 nonstop round trip (America West/US Airways)

Los Angeles, CA: 1 nonstop round trip (Alaska Airlines)

Phoenix, AZ: 3 nonstop round trips (America West/US Airways)

1,250 mile perimeter

Kansas City: 1 nonstop round trip (Midwest Airlines)

Chicago-Midway, IL: 2 nonstop round trips (ATA)

Detroit, MI: 1 nonstop round trip (Spirit Airlines) 

Lexington, KY: 1 nonstop round trip (Comair dba Delta Connections)

Chattanooga, TN: 1 nonstop round trip (US Airways)

Atlanta, GA: 1 nonstop round trip (Air Tran Airways)

Jackson, MS: 1 nonstop round trips (Atlantic Southeast Airlines\

 dba Delta Connection)

Sarasota/Brandenton, FL: 1 nonstop round trip (US Airways)

Fort Myers, FL: 1 nonstop round trip (Air Tran Airways)

Slot exemptions granted for air service beyond the 1,250-mile perimeter Slot exemptions granted for air service within the 1,250-mile perimeter

Fort Myers

7

Sarasota/

Bradenton

Kansas City

Page 9 GAO-07-352 Reagan National Airport
Two other commercial airports serve the Baltimore-Washington 

metropolitan area—Dulles International Airport and BaltimoreWashington International Thurgood Marshall Airport (BWI). Dulles 

opened on November 19, 1962. The federal government built Dulles, 

located approximately 30 miles west of Washington, D.C., in part to 

provide a facility for nonstop and connecting and international air carrier 

traffic into the Washington, D.C. area. In 2005, Dulles handled 27 million 

passengers. BWI, built by the city of Baltimore and originally named 

Friendship International Airport, was opened on June 24, 1950. BWI, 

which is owned and operated by the state of Maryland, is located 10 miles 

southwest of Baltimore and approximately 30 miles northeast of 

Washington, D.C. In 2005, BWI handled 19.7 million passengers. 

According to FAA officials, whose estimate is based on airside capacity 

(principally runways) and not landside infrastructure (such as terminals 

and parking facilities), Reagan National can presently accommodate four 

additional slots per hour. Airport officials disagree on the basis for FAA’s 

estimate and cite the unknown future course of general aviation at the 

airport and the limited capacity of airport infrastructure (such as gates, 

baggage handling areas, and parking) to handle more commercial flights.

Airport officials were unsure of how many additional flights, if any, the 

airport could accommodate. Even without increasing the number of slots, 

there are opportunities to accommodate more flights and passengers. 

Some current slots remain unused during early morning or late evening 

hours, and some slots designated for air carriers are being used for smaller 

commuter aircraft. 

According to FAA, Reagan National’s overall runway capacity can 

presently accommodate about four additional hourly slots above the 

current slot allocation under the high-density rule.10 FAA continues to rely 

on the DOT’s study of the high-density rule that it conducted in 1995.11 The 

study estimated that the airport’s balanced capacity is 67 flights per hour, 

or 4 more than what is currently in place, resulting in an additional 60

FAA Indicates Some 

Additional Capacity 

Could Be Added, but 

Airports Authority 

Cites Airport 

Infrastructure 

Constraints as an 

Obstacle 

FAA Estimates Airport Can 

Accommodate Additional 

Slots 

 10The slot exemptions permitted by AIR-21 and Vision 100 used three of the seven 

additional slots DOT originally estimated in 1995. 

11U.S. DOT, Report to the Congress: A Study of the High Density Rule, May 1995. 

Page 10 GAO-07-352 Reagan National Airport
flights per day based on an 15-hour operating period.12 The study predated

the exclusion of general aviation after September 11. The study concluded 

that FAA’s traffic programs and procedures could safely accommodate the 

increase, but it also said the increase was likely to result in more delays. In 

2004, the most current year for which this data are available, Reagan 

National experienced an average delay time of 5 minutes, one of the 

lowest in the nation for large hub commercial airports.13

Airports Authority 

Questions Reagan 

National’s Capacity to 

Accommodate Additional 

Slots 

Airport officials disagree with FAA’s estimate because it assumes balanced 

capacity, whereas the airport prefers to measure capacity differently. 

Airport officials stated any measurement of capacity should be based on 

poor weather conditions and Instrument Flight Rules (IFR).14 FAA and 

GAO believe balanced capacity is a more appropriate method for 

determining an airport’s capacity than the method suggested by the 

airports authority. The 1995 DOT study points out that estimating capacity

under IFR conditions, when the airfield is at the lowest level of available 

capacity does not ensure steady airfield availability. In practice, this 

approach would leave large amounts of airfield capacity unused because a 

significantly higher capacity could be achieved during the better weather 

conditions under which Visual Flight Rules (VFR) apply.15 According to 

data from DOT, less than 1 percent of air traffic operations at Reagan 

National from November 2005 to November 2006 were delayed because of

weather conditions. 

Assuming capacity under IFR conditions, airport officials raised two issues 

that would limit growth at the airport. The first issue is the potential return

of general aviation flights. Airport official said the absence of general 

aviation flights helped the airport to absorb the additional slots that were 

authorized under AIR-21 and Vision 100. After September 2001, DHS 

 12“Balanced capacity” refers to the average ability of an airport’s runways to support a

certain number of operations per hour under varying weather and wind conditions. 

13A large hub enplanes (number of passengers boarded) at least 1 percent of all passengers.

14IFR governs procedures for conducting aircraft operations during weather conditions 

when the cloud ceiling is less than 1,000 feet and/or visibility is less than 3 miles, requiring 

certain aircraft separations and other operating standards. 

15VFR governs procedures for conducting aircraft operations when the cloud ceiling is 

more than 1,000 feet and visibility is 3 miles or more. Airport capacity under these 

conditions is generally significantly higher than conditions under IFR. 

Page 11 GAO-07-352 Reagan National Airport
banned general aviation flights around the national capital region.16 Prior 

to the September 11 terrorist attacks, the airport handled 40,000 to 50,000 

unscheduled aircraft flights including general aviation, annually. 

Since October 2005, general aviation flights have been allowed to return, 

but only under very restrictive conditions, resulting in very little activity at 

Reagan National.17 According to airport officials, between October 2005 

and August 2006, for example, the airport had fewer than 200 general 

aviation flights. Figure 3 shows the level of flights of all types of aircraft 

since January 2001. As the figure shows, traffic for all types dropped after 

September 11, 2001, but commercial traffic (commuter and air carrier) has 

basically returned to pre-September 11 levels. By contrast, general aviation 

has not done so. 

 16Special flight restrictions in the National Capital Region, where Reagan National is 

located, have been in place since September 2001, primarily affecting general aviation. 

17According to FAA, airports authority, and the general aviation community, activity is low

due to the DHS security requirements. National Business Aviation Association officials told 

us that the restrictions are onerous and force general aviation users to other area general

aviation airports. As part of this reintroduction plan, DHS is required to conduct 1-year 

review of the first phase of the security program. To date, DHS has not conducted this 

review. We also asked if DHS had any time frame for further easing of the restrictions, but

DHS did not have a date. 

Page 12 GAO-07-352 Reagan National Airport
Figure 3: Number of Flights at Reagan National By Aircraft, January 2001- August 2006 

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

Aug.

Jan.

Apr.

July

Oct.

Jan.

Apr.

July

Oct.

Jan.

Apr.

July

Oct.

Jan.

Apr.

July

Oct.

Jan.

Apr.

July

Oct.

Jan.

Apr.

2001

Date

2002 2003 2004 2005 2006

Number of operations

Miliary

General aviation

Commuter

Air carrier

Source: GAO analysis of FAA tower data.

According to airport officials, as a result of the significantly diminished 

presence of general aviation, some airside capacity remains, but 

commercial aviation might not be able to use it all. A key reason is that 

commercial aircraft require the longer main runway for takeoff and 

landings, while many general aviation aircraft can use the shorter runways 

for takeoff and landing. 

The second issue airport officials raised as limiting capacity is

infrastructure limitations. These limitations involve several aspects of the 

airport’s infrastructure. 

• Passenger Loading Gates. According to airport officials, the number of 

gates affects the ability to add more slots. Every gate at the airport is 

currently leased to airlines with flights at the airport, known as tenant 

airlines. Airlines wishing to begin flights at the airport, known as new 

Page 13 GAO-07-352 Reagan National Airport
entrants, can make arrangements with tenant airlines to share a gate, but a 

tenant airline is not required to share its gate if its schedule does not allow 

it.18 A recent analysis by the airport shows that some gates are available 

during certain parts of the day. For example, during October 2006, some 

gates were unused during both peak and nonpeak times, primarily those in 

the older and less desirable terminal A. During the 18-hour operating 

period, gates in terminal A were unused 46 percent of the time, while gates 

in terminal B/C were unused 22 percent of the time. Most of the available 

time periods are during nonpeak hours. 

• Terminal Facilities. Officials said Reagan National has limited capacity to

expand terminal facilities such as ticket counters and baggage handling 

areas due to the lack of space on the airport property. If additional slots 

are permitted, existing tenant airlines might be able to use their existing 

facilities more fully, but new entrant airlines may have difficulty obtaining 

the necessary terminal facilities, especially at peak periods during the day. 

For the recent slots awarded under AIR-21 and Vision 100, the airports 

authority has been able to accommodate new entrants with gates and 

other facilities. However, airport officials said that such accommodation 

has become increasingly difficult. Officials from Alaska Airlines, one of the 

newer airlines at Reagan National, told us that its experience in getting the 

needed facilities has been positive. 

• Parking Facilities. According to airport officials, limited parking at the

airport could make it difficult to accommodate additional passengers, 

resulting from increased slots. Passengers have a variety of ways to access 

the airport terminal, including rail transit, taxis, shuttle services, and 

private car. For those who drive their own cars, the airport provides over 

7,900 parking spaces. According to airport officials, the parking facility is 

running at or near capacity with the existing flight schedule. For example, 

over a 12-month period from November 2005 to October 2006, two of the

four parking garages reached capacity 100 days or more. In order to help 

mitigate some of this pressure, the airport plans to add an additional deck 

to the current parking structure. This additional parking deck would 

provide 850 more spaces and is slated for completion in 2010.

 18Under DOT grant requirements, airports unable to accommodate an airline’s request for 

access to gates or other facilities shall submit a report to DOT outlining the nature of the 

request, why the request could not be accommodated, and a time frame when, if any, the

airport will be able to accommodate the request. 

Page 14 GAO-07-352 Reagan National Airport
In two ways, Reagan National’s current capacity under the existing slot 

limits could be expanded. First, the airport has available slots during 

certain parts of the day, though they are for less desirable times. Of the 

total 912 daily slots available for airlines, 834 are currently allocated and 

approximately 78 slots are unused.19 Each of these unused slots falls either 

in the early morning (between 6:00 and 7:00) or in the late evening 

(between 9:00 and midnight), which suggests that no existing airlines and

most likely no new entrants wish to initiate new service with a schedule

limited to these hours.20 According to airport officials, these slots remain 

unallocated because there is less demand for passenger service during 

these hours and because noise restrictions after 10 p.m. require quieter 

aircraft.21

The second way in which current capacity could be expanded is to reduce 

the number of smaller commuter planes using slots that are allocated for 

larger jet planes that carry more passengers. For example, FAA data show 

that in August 2006, commuter flights used nearly double the slots that 

were designated for commuter flights (see table 2). For example, on one 

route, between Raleigh-Durham and Reagan National, DOT data show that 

in November 2006, two carriers operated an average of 26 daily flights 

using commuter jets, which have a maximum capacity of 76 seats, 

although larger jets were designated for the slots used for the commuter 

flights. FAA and airport officials acknowledged that commuter aircraft 

often use air carrier slots, but noted that this practice is permissible under 

federal regulation. 

Opportunities Exist to 

Expand Current Capacity 

at Reagan National

 19Includes slot exemptions granted under AIR-21 and Vision 100. 

20FAA controls the allocation of available air carrier and commuter slots at Reagan National 

during an 18-hour period every day, from 6:00 am until midnight. 

21Between 10 p.m. and 7 a.m. air carriers are required to meet the airports authority’s noise

regulation. 

Page 15 GAO-07-352 Reagan National Airport
Table 2: Reagan National Slots Allocated and Used by Aircraft Type, August 2006 

Type

Total monthly

 number of slots Actual flights

Percentage of

 slots utilized

Air carrier 22,320a13,333 60%

Commuter 6,138 10,681 174%b

Source: GAO analysis of FAA tower data. 

a

Includes slot exemptions added under AIR-21 and Vision 100. 

b

Commuter reflects both commuter slots and air carrier slots used by commuters. 

Airlines awarded slots for nonstop service between Reagan National and

airports beyond the 1,250 mile perimeter have been able to gain a 

significant market share of traffic for routes. The price they charge for this 

direct service is generally higher than the price for flights requiring a 

connection. We did not find evidence that Dulles or BWI traffic or fares 

were affected by the beyond perimeter flights to Reagan National. 

For each of the six beyond-perimeter airports, the airlines awarded slots 

for nonstop service between Reagan National and those airports gained 

significant market share of passenger traffic over a short period of time. 

For example, in the Denver market, Frontier Airlines, had no nonstop 

passenger traffic between Denver and Reagan National before it was 

awarded two slots (one daily roundtrip) in August 2000 and four additional 

slots (two more daily roundtrips) in 2004, and it now has garnered nearly

60 percent of the passenger traffic to Reagan National from Denver (see 

table 3). United Airlines, which was awarded two slots (one daily 

roundtrip) in the same market in 2004, now has 15 percent of the market.

Between Frontier and United Airlines, the two carriers’ nonstop routes 

have nearly three-fourths of the Denver-Reagan National traffic. 

Airlines with Nonstop 

Service between 

Beyond-Perimeter 

Airports and Reagan 

National Gained 

Significant Market 

Share of Traffic in 

Those Markets, While 

the Effect on Flights 

to Other Area Airports 

Is Not Evident 

Page 16 GAO-07-352 Reagan National Airport
Table 3: Share of Passenger Traffic by Airline 

Market Airline

Year slot

award service

initiated

Before slot

award average 

market sharea

Current average

market share 

(1st qtr 2006)

Frontier 2000 0% 59%

Denver 

United 2004 0.5% 15%

Los Angeles Alaska 2004 0% 43%

Las Vegas America West 2000 0% 23%

Phoenix America West 2000 12% 61%

Salt Lake City Delta 2003 0% 59%

Seattle Alaska 2001 0% 62%

Source: GAO analysis of DOT’s origin and destination survey. 

a

Average market share data based on the year before award. 

Airlines with beyond-perimeter slots generally charge higher fares than are 

charged for connecting flights to and from Reagan National (see table 4). 

In half of the cases the nonstop fare was on average $25 to $50 higher than 

the connecting flight fares to and from Reagan National. Los Angeles is the 

only market in which the average direct fare is less than the average fare 

for flights with connections. 

Table 4: Average One-way Fares for Nonstop and Connecting Flights to Reagan

National in Beyond-Perimeter Airports (2005) 

Market Airline Nonstop flight Connecting flight

Frontier $159 n/a 

Denver 

United $237 $151

Los Angeles Alaska $178 $190

Las Vegas America West $180 $176

Phoenix America West $251 $176

Salt Lake City Delta $250 $201

Seattle Alaska $247 $226

 Source: GAO analysis of DOT’s origin and destination survey. 

We did not find evidence that beyond-perimeter flights to and from Reagan 

National affected flights from the same airports to or from Dulles or BWI. 

We analyzed fare and passenger data for flights between Dulles and BWI 

and those airports and for all traffic serving Dulles and BWI. In doing so, 

we observed that the data did not produce any distinguishable trends or 

The Effect of BeyondPerimeter Slots on Area 

Airports Is Not Evident 

Page 17 GAO-07-352 Reagan National Airport
patterns that would indicate that beyond-perimeter slots at Reagan had 

any effect on fares or passenger levels at either Dulles or BWI. 

Overall, Dulles has experienced growth in traffic and a decline in fares, 

while BWI has experienced little overall change in traffic or fares from 

1999 to 2005. To assess whether the introduction of new nonstop beyondperimeter routes into Reagan National affected service between the same

six airports and Dulles or BWI, we compared the percentage change in 

average fares and total passengers, from 1999 through 2005 for travel 

between each of the six beyond-perimeter airports and Dulles and BWI 

against the overall percentage change in annual average fares and 

passengers for all traffic serving Dulles and BWI. As the figures below 

illustrate, some routes experienced greater or lesser changes relative to 

overall changes at the airport, but no consistent trends were apparent. 

• Dulles annual airport passenger traffic grew from 1999 to 2005, from 19.7 

million to 27 million, a 37 percent increase. We did not find any patterns or 

trends that would suggest that the changes to the perimeter rule at Reagan 

National had affected fares or service between Dulles and these six 

airports. (See figs. 4 and 5). Airports authority officials stated they had no 

reason to believe that these limited beyond-perimeter awards affected 

Dulles. Rather, the officials noted, the airport’s fares and passenger traffic

were significantly affected by its experience with low-fare carrier, 

Independence Air, which had a large growth of flights at Dulles but has 

now gone out of business. 

For overall passenger traffic between Dulles and the six airports, as figure 

4 shows, we did not find evidence that the beyond-perimeter slots at 

Reagan National affected passenger levels. For example, passenger traffic 

between Dulles and some airports grew faster than overall airport traffic 

despite the introduction of nonstop flights to Reagan National.

Page 18 GAO-07-352 Reagan National Airport
Figure 4: Annual Percentage Change in Passengers for All Dulles Flights and Flights between Dulles and Six BeyondPerimeter Airports, 1999-2005 

Percentage

Year

All Dulles flights

Salt Lake City

Denver

Los Angeles

Las Vegas

Phoenix

Seattle

Source: GAO analysis of DOT’s origin and destination survey.

-30

-25

-20

-15

-10

-5

0

5

10

15

20

25

1999 2000 2001 2002 2003 2004 2005

Page 19 GAO-07-352 Reagan National Airport
Figure 5: Annual Percentage Change in Average Fares for All Dulles Flights and Flights between Dulles and Six BeyondPerimeter Airports, 1999-2005 

Percentage

Year

All BWI flights

Salt Lake City

Denver

Los Angeles

Las Vegas

Phoenix

Seattle

Source: GAO analysis of DOT’s origin and destination survey.

1999 2000 2001 2002 2003 2004 2005

-30

-20

-10

0

10

20

30

40

50

• BWI airport passenger traffic grew from 17.4 million in 1999 to 19.7 million 

in 2005. But, similar to Dulles, we found no patterns or trends in 

passengers or fares between BWI and the six airports that would suggest 

that changes to the beyond-perimeter rule at Reagan National had an 

impact on flights at BWI. (See figs. 6 and 7). Officials from BWI stated that 

changes to the slot and perimeter rule did not adversely affect BWI and 

noted other factors, notably US Airways reduction of its commuter service 

at BWI. 

Page 20 GAO-07-352 Reagan National Airport
Figure 6: Annual Percentage Change in Passengers for All BWI Flights and Flights between BWI and Six Beyond-Perimeter 

Airports, 1999-2005 

Percentage

Year

All BWI flights

Salt Lake City

Denver

Los Angeles

Las Vegas

Phoenix

Seattle

Source: GAO analysis of DOT’s origin and destination survey.

1999 2000 2001 2002 2003 2004 2005

-20

-15

-10

-5

0

5

10

Page 21 GAO-07-352 Reagan National Airport
Figure 7: Annual Percentage Change in Average Fares for All BWI Flights and Flights between BWI and Six Beyond-Perimeter 

Airports, 1999-2005 

We provided copies of this report to DOT and the airports authority. We 

received comments from the Office of the Deputy Assistant Secretary for 

Aviation and International Affairs, Department of Transportation. DOT 

acknowledges that all available slots at Reagan National Airport are not 

used to maximum effect and agreed that there are a number of reasons for 

this, including curfew restrictions, the commercial viability of slots in the 

early morning or late evening under current regulations, and the 

concentration of the majority of slot holdings among a relatively small 

number of carriers. DOT also recognizes that the underutilization of slots 

is exacerbated by the fact that carriers can use commuter aircraft in slots 

designated for large aircraft but are legally prohibited from using large 

Agency Comments 

Page 22 GAO-07-352 Reagan National Airport
aircraft in slots designated for commuter aircraft. In addition, other 

statutory restrictions, such as the perimeter rule, contribute to the 

underutilization of slots and prevent market forces from producing the 

maximum public benefit from these scarce assets. For example, the early

departure and late arrival times at other airports are often used by airlines 

to operate overnight “red eye” or other long-haul flights. Regulations 

governing operations at Reagan National, such as the perimeter rule, 

prevent carriers from using such scheduling and fleet assignment 

techniques to maximize the value of slots and facilities at that airport. 

While we do not disagree with DOT’s observations, we also recognize that

any changes in the commuter slot or perimeter rules at Reagan National 

would have competitive implications for airlines and the communities they 

serve. Assessing these effects was beyond the scope of our study. Finally, 

DOT offered technical comments, which we have incorporated as 

appropriate.

The airports authority commented that with one exception the report 

accurately reflects the situation at Reagan National. While the airports 

authority believes that the airport can accommodate some additional 

capacity, it is something less than the 4 slots per hour as suggested by 

DOT. The airports authority still disagrees with the basis for DOT’s 1995 

estimate of 67 slots per hour under the High-Density Rule, just as it did in 

response to our 1999 report on this matter. The airports authority believes 

that maximum capacity should be based on IFR conditions, that is, 

capacity under adverse weather conditions. Instead, DOT bases its 

estimate of maximum capacity on a mix of IFR and VFR traffic, a 

methodology that we endorsed in 1999 and still do today. We believe, as 

does DOT, that balanced capacity is a superior method for determining the 

airport’s capacity because it accounts for the operation of aircraft during 

all weather conditions. The airports authority offered technical comments, 

which we have incorporated as appropriate. The airports authority’s 

comments, along with our responses to them appear in appendix II. 

As agreed with your office, unless you publicly announce the contents of

this report earlier, we plan on no further distribution until 3 days from the 

date of this letter. At that time, we will send copies of this report to the 

Secretary of Transportation and the Administrator of the FAA. We will 

also make copies available to others upon request. In addition, the report

will be available at no charge on the GAO Web site at http://www.gao.gov.

Page 23 GAO-07-352 Reagan National Airport
If you or your staff have any questions about this report, please contact me 

at (202) 512-4803 or dillinghamg@gao.gov. Contact points for our Offices 

of Congressional Relations and Public Affairs may be found on the last 

page of this report. Staff who make key contributions to this report are 

listed in appendix II. 

Gerald L. Dillingham, Ph.D. 

Director, Physical Infrastructure Issues 

Page 24 GAO-07-352 Reagan National Airport
Appendix I: Scope and Methodology Appendix I: Scope and Methodology 

To determine how many additional slots Reagan National Airport can 

accommodate, we analyzed Federal Aviation Administration (FAA) and 

Metropolitan Washington Airports Authority (airports authority) 

operational data, reviewed prior capacity studies, and interviewed airports 

authority, FAA, and Department of Transportation (DOT) officials. This 

analysis included reviewing data on the number and type of aircraft using 

the slots and how this usage was dispersed during the day and by which 

runway. We also reviewed the data contained in the 1995 study done by

the DOT on the high-density rule and reviewed the basis for DOT’s 

capacity estimates. In addition, we analyzed airports authority gate

utilization data and airline leases to determine the extent to which gate 

space at the airport is unused. Finally, we interviewed officials from the 

DOT, FAA, airports authority and other stakeholders about Reagan

National’s current and future capacity. 

To assess traffic between Washington, D.C., area airports and the six 

beyond-perimeter airports for which nonstop service to Reagan National 

was awarded since 1999, we analyzed DOT’s Origin and Destination ticket

data; we used these data to examine changes in fares and passenger levels

between Reagan National, Dulles International (Dulles) and BaltimoreWashington Thurgood Marshall International Airport (BWI), and these 

airports. We also interviewed airports authority and BWI officials. For this

analysis, we conducted a historical look at traffic between the six airports 

and the three Washington-Baltimore area airports. We obtained the ticket

data from BACK Aviation Solutions, a private contractor that provides 

these data to interested parties. We used these data to examine trends in 

passenger and fares to identify any changes in traffic and fares between 

the six beyond-perimeter airports and Reagan National, Dulles and BWI 

airports. To assess the reliability of these data, we reviewed the quality 

control procedures applied to these data, and subsequently determined 

that the data were sufficiently reliable for our purposes. We conducted our 

review from July 2006 through February 2007 in accordance with generally

accepted government auditing standards. 

Page 25 GAO-07-352 Reagan National Airport
Appendix II: Comments from the Appendix II: Comments from the Metropolitan Washington Airports Authority 

Metropolitan Washington Airports Authority 

Note: GAO comment 

supplementing those in 

the report text appear at 

the end of this appendix. 

Page 26 GAO-07-352 Reagan National Airport
Appendix II: Comments from the 

Metropolitan Washington Airports Authority 

See comment. 

Page 27 GAO-07-352 Reagan National Airport
Appendix II: Comments from the 

Metropolitan Washington Airports Authority 

Page 28 GAO-07-352 Reagan National Airport
Appendix II: Comments from the 

Metropolitan Washington Airports Authority 

Page 29 GAO-07-352 Reagan National Airport
Appendix II: Comments from

the Metropolitan Washington

Airports Authority 

The following is GAO’s comment on the Metropolitan Washington Airports 

Authority’s (airports authority) February 1, 2007, letter. 

We believe, as does DOT, that “balanced capacity” is a more appropriate 

method for determining an airport’s capacity than the method suggested 

by the airports authority. While the airports authority contends that 

Instrument Flight Rules (IFR) should be used to measure capacity, DOT’s 

Technical Supplement No. 3 to its 1995 report points out that IFR airfield 

capacity is indicative of the lowest level of available capacity, and thus 

virtually ensures constant availability of an airfield. In practice, this 

approach would leave large amounts of airfield capacity unused because a 

significantly higher capacity could be achieved during the better weather 

conditions under which Visual Flight Rules apply. According to data from 

FAA, less than 1 percent of all air traffic operations at Reagan National 

from November 2005 to November 2006 were delayed because of weather

conditions. Because setting the number of slots on the basis of balanced 

capacity reflects both bad and good weather conditions, we did not revise

our report. 

GAO Comment 

Page 30 GAO-07-352 Reagan National Airport
Appendix III: GAO

St

 Contact and 

aff Acknowledgments

Page 31 GAO-07-352

Appendix III: GAO Contact and Staff 

Acknowledgments 

Gerald Dillingham, Ph.D., (202) 512-4803, or dillinghamg@gao.gov

In addition to the individual named above, Ed Laughlin, Assistant Director; 

Paul Aussendorf; Jay Cherlow; Dave Hooper; Nick Nadarski; Josh 

Ormond; and Stan Stenersen made key contributions to this report. 

Reagan National Airport

GAO Contact 

Staff 

Acknowledgments 

(540141) 
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