Push for more long flights at Reagan National Airport would undermine Dulles, senators say

A proposal for more long-distance flights at Reagan National Airport (DCA) is catching the ire of some of Virginia’s Congressional representatives, who say it could undermine efforts to grow Dulles International Airport (IAD).

Proponents led by Capital Access Alliance argue that current restrictions at Reagan National — an airport owned by the federal government — are outdated and hurt the economy. They want to increase the number of flights that travel beyond 1,250 miles from the airport, allowing as many as 25 daily round trips.

According to the Alliance:

Since the late 1960s, Ronald Reagan Washington National Airport (DCA) has been the only airport subject to a federally imposed perimeter rule, which limits the number of flights that are allowed to take-off and land outside a 1,250-mile perimeter. However, the consumer, economic, technological and industry landscape has changed substantially in the last 60 years, and the rule’s original goals no longer apply to today’s air travel ecosystem in the nation’s capital.

The group released a study by Boston Consulting Group that argues more long-distance flights would boost all airlines equally, reduce ticket prices for passengers, and result in millions of dollars in economic growth.

But senators who represent Virginia and Maryland say that the proposal will undermine Dulles, just as more customers may utilize the airport due to the arrival of Metro last year.

In a joint statement issued last Wednesday (April 26), Sens. Mark Warner and Tim Kaine said that past efforts to allow exceptions to the perimeter pool have “produced significant stress” on the airport.

“Those changes have also prevented Dulles, whose size allows for larger planes to land and take off, from realizing its full potential as the primary long-haul flight destination for the Washington metropolitan area,” the statement reads.

According to the letter, Reagan National is now seeing more travelers than Dulles, even though the international airport was designed for more capacity.

For over a decade, traffic at DCA has risen sharply, while IAD has declined or stagnated in the same measures. In 2010, total annual enplanements at IAD exceeded those at DCA by more than 5 million. At the end of 2019, before COVID-19 upended the national aviation industry, IAD outpaced DCA by less than a million passengers annually. Now, as we begin to emerge from the pandemic and Americans return to travel, this pattern has worsened. Today, IAD trails DCA by more than 1 million.

The senators go on to argue that loosening the slot and perimeter rules threatened the balance between the airports.

“As Congress prepares to reauthorize the Federal Aviation Administration (FAA), we will strongly oppose any efforts to disrupt or undermine the balance between Dulles and National, an airport one-fourteenth the size of Dulles,” the statement said.

Warner wrote a similar letter to the U.S. Senate Committee on Commerce Science and Transportation in March.

Congress is expected to take up the FAA’s reauthorization bill this fall.

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