Yes, provided the replacement airport has been approved by FAA and has an airport identification code assigned. 

No. Title 49 USC 40117(a)(3)(G) (incorporated into IIJA-eligibility) requires airports to be located in a nonattainment area or maintenance area for this type of equipment.

No. FAA owned ATCT are the responsibility of ATO, not ARP. Use of ARP IIJA funding to replace a FAA owned ATCT would be supplementing ATO’s appropriated funds, which is impermissible.

For either AIG Allocated or ATP funds, the shell of the CBP facilities is eligible. The USDA inspection facilities are only eligible for AIG Allocated or ATP funds if they are required in the terminal for screening passengers or their baggage, for example, in Hawaii where all passenger baggage (checked and carry-on) is screened by the USDA.  

    According to 49 U.S.C. §40117(a)(3)(I), if a Federal agency workspace element must relocate on airport property due to terminal development or renovation, replacing existing workspace elements is considered eligible for AIG Allocated grants. For instance, if renovating an airport terminal requires replacing CBP facilities, those facilities qualify for funding under AIG Allocated or ATP.
 

Yes. Eligibility calculations similar to those done under PFC will be required for AIG Allocated and ATP terminal grants.

Yes. The process for making eligibility calculations is outlined in PFC Update 75-21 (86 FR 48793, August 31, 2021).

Yes. Not less than 10% of the annual ATP funding is available for non-hub and non-primary airports. Instructions for applying for these funds will be outlined in a NOFO, which will be issued annually for FY 2022-2026. Projects will be selected by FAA based on sponsor’s information submitted in response to the criteria as outlined in the NOFO.

No. The $30M cap under 49 U.S.C. §47119(f) only applies to AIP funds and is not incorporated into IIJA legislation.

No. The $200,000 cap under 49 U.S.C. 47119(b)(2) applies to AIP funds and is not incorporated into IIJA legislation.

Access roads servicing exclusively airport traffic that leads directly to or from an airport passenger terminal building and walkways that lead directly to or from an airport passenger terminal building are considered terminal development. These projects will be evaluated as terminal development projects as outlined in the annual NOFO. Sponsors should consider use of AIG Allocated funds for eligible, standalone access road improvements.

The IIJA provides authority to use geographical and economic hiring preferences, including local hiring preferences, for construction jobs, subject to any applicable State and local laws, policies, and procedures. Sponsors and subrecipients may use labor and employment practices described in 2 CFR 200.318(l)(1) if consistent with U.S. law, applicable Federal financial assistance programs, and other requirements of 2 CFR Part 200.

The IIJA grants are federal financial assistance; therefore, the Airport Infrastructure Program and the Airport Terminal Program make Federal Awards to non-Federal entities. These programs are subject to 2 CFR Part 200 – Uniform Administrative Requirements, Cost Principles, and Audit Requirements for Federal Awards (2 CFR § 200.101). In addition, IIJA requires use of the project grant authority required under 49 USC 47104 which further federalizes the funds. 

Yes. For consistency across programs, and to reflect what FAA believes to be best practices, AIP amendment limits will apply to IIJA funds. FCT and ATP funds must use like-year funds and are not guaranteed. See Q-U23. 

Revenue-producing aeronautical support facilities are defined under 49 U.S.C. §47102(24) as “fuel farms, hangar buildings, self-service credit card aeronautical fueling systems, airplane wash racks, major rehabilitation of a hangar owned by a sponsor, or other aeronautical support facilities that the Secretary determines will increase the revenue producing ability of the airport.” These types of projects may be funded under AIG at any airport, regardless of size. The AIP statutory “airside needs” test (49 U.S.C. §47110(h)) is not applicable to IIJA projects.  

    Hangar Projects
    Hangar construction and major rehabilitation are generally eligible under IIJA. An airport sponsor may issue a Request for Proposal (RFP) in a competitive offering for all qualified parties to compete for the right to be an on-airport service provider from an AIG-funded hangar. If the sponsor chooses to use an RFP process to select a Fixed Based Operator or other aeronautical service provider, the RFP process must be reasonable and equitable, and the sponsor is encouraged to consider this process each time a new applicant is considered for use of the hangar over the useful life of the facility. However, a sponsor may exclude an incumbent on-airport service provider from responding to an RFP by eliminating the provider from eligibility for the RFP based on the sponsor’s desire to increase competition in airport services, in line with FAA Order 5190.6b. Airport sponsors should remember that leasing arrangements for all hangars must comply with 49 U.S.C. §47107 and the Airport Sponsor Assurances. 

    Fuel Farms
    New installation and major rehabilitation of fuel farms are generally eligible under AIG in a manner similar to AIP. To determine eligibility, factors must be evaluated on a case-by-case basis. Those factors include whether the fuel farm currently exists or if this is a new installation, and if the fuel farm currently exists, whether the sponsor can adequately demonstrate anticipated increased revenue as a result of additional Federal investment. 

    Maintenance and repair of fuel farms are not eligible for AIG funding, consistent with AIP. IIJA’s stated goal is to improve the nation’s infrastructure, and to be eligible, fuel farm projects must increase revenue production at the airport. Maintenance and repair neither meet that goal nor qualify as eligible.  For example: 

• the addition of a new fuel tank (increasing capacity) to an existing fuel farm would be eligible, with justification, as a new installation;
• the installation of a self-service credit card aeronautical fueling system is eligible;
• the addition of a new fuel tank for an alternative fuel type, thus increasing capacity and revenue generation, is eligible;
• the upgrade of an existing older fuel tank is generally ineligible, regardless if the tank is moved above ground, but may be considered eligible if it increases tank capacity and that increase is supported by future demand and/or other factors demonstrating increased revenue generation;
• the replacement of old fuel tank supply lines would be considered general maintenance and ineligible;
• the relocation of a fuel farm, if done due to capacity restraints in the current location and for the purpose of increasing the size of the fuel farm, thus increasing capacity and revenue generation, is eligible.  

Coordinate with your local ADO/RO for additional guidance.
 

No. There is no requirement in IIJA to certify or demonstrate that airside needs within the next three years will be met. Section 49 U.S.C 47110(h), which places limitations on these types of projects, including the airside needs test, does not apply to AIG Allocated funds.

No. See Q-U16.

No. Unclassified airports are not eligible to receive IIJA funds. See Q-8.

The Federal share of the AIG Allocated grant will be calculated according to the statutory Federal share of the airport receiving the grant offer. See Q-F5.

The Federal share of the AIG Allocated grant will be the airport’s statutory Federal share for the FY of the grant offer.   

Due to the different percentages of ATP funds available for large, medium, small, and nonhub/nonprimary airports, the federal share is based on the FY the project is announced by the Secretary through our Notice of Intent to Fund process.