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80 National Business Aviation Association.  NBAA Best Practices for Business Aviation Security.  Washington, DC: National Business Aviation Association, Inc.
81 David Esler.  “TSAAC: Business Aviation’s New Ticket to Enter?” Business & Commercial Aviation, May 2003, pp. 200-210. 
The TSAAC is regarded by many in the industry as being a means for business aircraft operators to gain "...equal access to airspace and airports as currently given to scheduled air carriers."82  This may include access to various flight restricted areas throughout the United States.  While the TSAAC has been hailed by the business aircraft industry as a potential model for broader security initiatives covering the business aircraft sector of GA, the program has been slow to evolve and is still limited in its scope of applicability. While it was announced on December 30, 2004 that the TSAAC program would be  further expanded  to additional airports83, progress to evaluate and identify additional benefits of the program have slowed. Report language submitted by the House Committee on Appropriations (H.Rept. 109-241; P.L. 109-90) signaled strong support for the TSAAC program, encouraging the TSA to move forward with the program during FY2006. 
Access to Ronald Reagan Washington National Airport.  TSAAC has been regarded by many in the business aviation community as a model for granting business aircraft operators access to restricted airspace.  Toward that objective, the TSAAC served as an important starting point for implementing regulations allowing GA flights to resume at the Ronald Reagan Washington National Airport (DCA) as mandated under Vision 100 (P.L. 108-176).  Because DCA is in such close proximity to Washington, DC, it had generally been off limits to GA operators since the terrorist attacks of September 11, 2001.  However, on August 18, 2005, DCA reopened to GA operators on a very limited basis under an interim final rule detailing extensive security requirements for GA operators to gain access to the airport.84  In addition to adhering to security protocols similar to those outlined in the TSAAC program, operators wishing to fly to and from DCA must: have their flight crews cleared by background checks; submit passenger and crew member names for vetting against terrorist watch lists; submit to physical screening of passengers, crew members, and baggage; transition into DCA from one of 12 designated gateway airports; and post designated armed security officers on each flight to and from DCA. Operators must reimburse the TSA for the direct costs associated with these security measures which in effect makes access to DCA cost prohibitive for most GA operators.  As currently implemented, the security provisions for access to DCA are designed primarily to accommodate larger charter operators and high-end corporate aircraft.  The program is not currently available to privately-owned aircraft, but the TSA indicated that the program may be expanded in about one year based on the initial experience with charter and corporate operators.85
　
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