Yes. Funds are available to sponsors of airports in categories defined in 49 U.S.C. 47102 and identified in the FAA’s published NPIAS, updated with current year data, and are eligible to receive discretionary funds per 49 U.S.C. 47115. Airports in U.S. territories (American Samoa, Northern Mariana Islands, Puerto Rico, the U.S. Virgin Islands, and Guam) meet these requirements. They receive AIG Allocation funds based on their information in the NPIAS, can compete for FCT Competitive funds if in the FTC program, and can compete for ATP funds.
 

Unclassified airports are not eligible for discretionary funds under IIJA (see Q-5). Also, consistent with their role in the national airport system, unclassified airports have no development needs identified in the published NPIAS, updated with current year data.

Approximately $2.91 billion (approximately $2.89 billion of AIG Allocated funds and $20 million FCT Competitive funds) is available annually starting fiscal year (FY) 2022 through FY 2026. Funds not obligated at the end of the fourth FY will be recovered and made available for competitive grants in the fifth year. See Q-F3.

*Applications for grant should be submitted by June to meet the September 30 obligation date. 

Approximately $970 million of ATP funds are available annually starting FY 2022 through FY 2026. Funds not obligated at the end of the fifth FY will expire.
See Q-F4.

AIG Allocated:  Follow AIP process including projects in the CIP, submittal of the SF-424, Application for Federal Assistance and other documents as required by FAA Airports Standard Operating Procedure (SOP) 6.00 and the local ADO or RO. 
    
FCT Competitive:  For projects selected through the competitive process under the annual NOFO, follow AIP process including projects in the CIP, submittal of the SF-424, Application for Federal Assistance and other documents as required by FAA Airports SOP 6.00 and the local ADO or RO.
    
ATP:  For projects selected through the competitive process under the annual NOFO, follow AIP process including projects in the CIP, submittal of the SF-424, Application for Federal Assistance and other documents as required by FAA Airports SOP 6.00 and the local ADO or RO.
 

No. Separate applications are required for each fund type.  

FAA will use the existing U.S. Department of Transportation Delphi eInvoicing system for payment requests, following FAA’s payment policy.

ADOs will use AIP closeout process per FAA Airports SOP 10.00.  After the grant is closed, it remains subject to audit. The airport sponsor must retain grant documentation for three years after the grant is closed as required by 2 CFR 200.334.

IIJA allocates the $14.55 billion into two programs over 5 years; AIG Allocated and FCT Competitive. AIG Allocated funds are specific, annual allocations to each eligible airport. These amounts are allocated separately for primary and non-primary airports. FCT Competitive funds are awarded annually through a competitive Notice of Funding Opportunity (NOFO) process specifically for FCT improvements.

1. AIG Allocated.
   • Primary Commercial Service Airports and eligible Cargo Airports share not more than $2.39 billion annually based first on the statutory Airport Improvement Program (AIP) primary and cargo entitlement formulas. For annual AIG allocations to primary airports, IIJA AIG follows AIP in that the allocations are based on the previous calendar year. However, due to the "best of" provision that started with FY22 and will continue into FY24, the FAA uses enplanements from the previous calendar year, or calendar years 2018 or 2019, whichever is highest.   . FY 2022 cargo allocations were based on CY 2020.
      
   • Non-Primary Airports share not more than $500 million annually. The apportioned funds for each non-primary airport are based on the categories published in the NPIAS reflecting the percentage of the aggregate published eligible development costs for each such category, and then dividing the allocated funds evenly among the eligible airports in each category, rounding up to the nearest thousand dollars. For example, all airports classified as Local receive the same allocation.
     
     In off NPIAS publication years, FAA will use readily available current data to update categories, which includes airports that are newly opened, closed, change to and from primary to nonprimary, or moved in and out of unclassified status.  The new categories will be used as part of the AIG calculations.  No updates will be made to development costs or changes in categories other than primary/nonprimary, and unclassified/classified role.
      
2. FCT Competitive.
   • Sponsors of airports participating in the FCT program under 49 U.S.C. 47124, are eligible to share not more than $20 million annually. Instructions for applying for these funds will be outlined in a NOFO, which will be issued annually until the program expires. Projects will be selected by FAA based on sponsor’s information submitted in response to the criteria as outlined in the NOFO.

Sponsors of primary and non-primary airports eligible for discretionary funding under 49 U.S.C. 47115(a) are eligible to share approximately $970 million annually. Not more than 55% of these funds go to large hub airports, not more than 15% go to medium hub airports, not more than 20% go to small hub airports, and not less than 10% go to non-hub and non-primary airports. Instructions for applying for these funds will be outlined in a NOFO, which will be issued annually until the program expires. Projects will be selected by FAA based on sponsor’s information submitted in response to the criteria as outlined in the NOFO.

Funds not obligated at the end of the fourth fiscal year will be recovered and made available for competitive grants in the fifth year. Up to $100 million of these recovered funds will first be provided for competitive grants for FCTs. Any remaining funds will be available for competitive grants for eligible work that reduces airport emissions, reduces noise impact to the surrounding community, reduces dependence on the electrical grid, or provides general benefits to the surrounding community. Instructions for applying for these recovered funds will be outlined in a NOFO, which will be issued annually so the recovered funds are assigned to the competitive projects beginning in FY 2026 (October 1, 2025) through FY 2030 (September 30, 2030). Projects will be selected by FAA, based on sponsor’s information submitted as outlined in the NOFO. Funds recovered after the fifth year will return to the General Fund.

Funds not obligated at the end of the fifth fiscal year will expire. ATP funds recovered prior to the end of the fifth fiscal year can be used to amend open ATP grants or made available for new ATP grants based on a competitive process. At the end of the fifth fiscal year, any unobligated or recovered funds will return to the General Fund.

AIG Allocated: The Federal share is the same as for AIP grants, ranging from 50% to 95%, as outlined in 49 U.S.C. 47109. (For further explanation of the statutory provision see Section 4-9 of FAA Order 5100.38D, Change 1 (AIP Handbook)). This includes grants made using unobligated AIG funds for projects not related to FCTs.
See Q-F3.

FCT Competitive: The Federal share for FCT improvements is 100%. This includes grants made using unobligated AIG funds for FCT projects. See Q-F3.

ATP: The Federal share for terminal and sponsor owned ATCT improvements is 80% for large and medium hub airports and 95% for small hub, non-hub, and non- primary airports.
 

AIG Allocated: Yes. The sponsor’s match is the same as for sponsor’s AIP grants, ranging from 5% to 50%. This includes grants made using unobligated AIG funds for projects not related to FCT. See Q-F3.

FCT Competitive: No. The Federal share for FCT improvements is 100%. This includes grants made using unobligated AIG funds for FCT projects. See Q-F3.

ATP: Yes. The sponsor’s match is 20% for large and medium hub airports and 5% for small hub, non-hub, and non-primary airports.
 

No. IIJA does not require an annual appropriation. The funding is appropriated and will be available at the beginning of each FY.

Under BIL, not more than $500 million is allocated annually to non-primary airports based on the categories published in the NPIAS, updated with current year data. FAA Order 5090.5, Formulation of the NPIAS and ACIP, defines the criteria for each category or role.
 

Yes. The AIG allocations will be determined each year based on the enplanement and cargo landed weight. The FY 2024 allocation for primary airports will be based on best of CY 2018, CY 2019, or CY 2022 enplanements, and CY 2022 cargo landed weight. We expect there will be changes each year in the allocation. The extent of the changes will be impacted on changes in enplanements, cargo data, or if the airport changes between the primary and non-primary categories.

Primary airport allocations continue to be based on highest enplanements for CY 2018, CY 2019, and next full CY. An airport that was classified as a primary airport in any of those years is considered a primary airport for FY 2024.

Allocations for non-primary airports that do not change NPIAS classification should not vary significantly from year to year. For nonprimary airports, IIJA directs the FAA to use the categories published in the most current NPIAS. The NPIAS is published every other FY. In NPIAS publication off-years, FAA will use readily-available current data to update categories, which includes data from airports that are newly opened, closed, changed to and from primary to nonprimary, or moved in and out of unclassified status. The updated categories will be used as part of the AIG calculations. No updates will be made to development costs or changes to and from categories other than primary/nonprimary, and unclassified/classified role.

Yes. If the airport’s classification changes from unclassified to classified, that airport would be eligible for an allocation the following FY based on the airport’s new classification. Similarly, if an airport drops to unclassified it would lose allocations the following FY.