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.

No. Unobligated AIG allocations are available until they expire (see Q-9).

No. The funds are available for obligation until the end of the fourth FY. In the fifth FY, unobligated funds are recovered and used for competitive grants. See Q-9 and Q-F3.

No. The legislation specifically states that there shall be no maximum apportionment limit under 49 U.S.C. 47114(c)(1)(C)(iii).

No. The legislation specifically states that these funds are not subject to the reduced apportionments of 49 U.S.C. 47114(f).

No. The legislation references section 49 U.S.C. 47114(2), requiring cargo apportionments to be based on prior CY landed weight. There was no “best of” provision for cargo.

FAA interprets 49 U.S.C. 47128, State Block Grant Program, as giving direction to provide each State Block Grant participating state program administration responsibilities for grants issued under IIJA. This interpretation is consistent with our long-standing practice. For airports covered under the FAA’s SBGP, the FAA will issue block grants to states designated for projects at specific locations. IIJA funds are location specific, similar to AIP discretionary funding. When projects are ready to move forward, location-specific funding will be awarded based on IIJA availability and actual construction bids or negotiated agreement.

No. The FAA is applying many of the same program administration rules for IIJA as for AIP. For states that participate in the FAA’s SBGP, program administration costs are not allowable for IIJA grants, but project administrative costs could be allowable through direct billing. See Q-SB3.

Yes. The state can charge for project administrative costs that are directly related to administering the eligible project (many are normally done by a consultant or other hired company) such as application preparation, contract management, engineering oversight, bidding, etc. IIJA programs, like AIP, are subject to the requirements of 2 CFR Part 200. See the AIP Handbook for further detail on how FAA applies these requirements in the airport development grant context.

The state’s environmental compliance responsibilities when administering IIJA funds under the Block Grant Program will vary depending on if the project involves the use of only IIJA funds, or a mixture of funding sources.  In general, IIJA AIG Allocated funds will be similar to AIP entitlement and state apportionment funds, where the state retains NEPA responsibility.  For ATP and FCT Competitive funded projects, the FAA retains oversight and NEPA responsibility, similar to AIP discretionary funded projects.

The FAA sent guidance out to states and sponsors early in CY 2022, with specific instructions to start updating state Capital Improvement Program (CIP) submissions.  This information will be used by FAA to update our NPIAS, as well as our three year Airports Capital Improvement Program (ACIP).  State Block Grant states should incorporate the additional AIG specific project into the state’s CIPs.  Contact your local ADO for additional details.

The state’s application process will mirror the AIP discretionary application process. This includes ensuring projects are shown in state’s CIP, the project is on the airport’s approved ALP, and submittal of the SF-424, Application for Federal Assistance and other documents as required. See Q-A1. When projects are ready to move forward, location-specific funding will be granted based on IIJA availability and actual construction bids or negotiated agreements.

AIG funds under IIJA include AIG Allocated and FCT Competitive funds.
Allowable use of AIG funds are as follows:

1. AIG Allocated. An airport sponsor may use these funds for airport-related projects defined under 49 U.S.C. 40117(a)(3). AIG Allocated funds cannot be used to pay for debt service. The FAA has used the guidance in the AIP Handbook as a component of PFC eligibility determination under section 40117.
2. FCT Competitive. An airport sponsor may use these funds to sustain, construct, repair, improve, rehabilitate, modernize, replace, or relocate a non- approach FCT ATCT, and to acquire and install air traffic control, communications, and related equipment to be used in those ATCT. (For further information on ATCT construction see Table O-3 Other Building Project Requirement (Other than Terminal), Item h, in the AIP Handbook. For further information on FCT minimum equipment and facilities list and FAA FCT new start and replacement tower process, see FAA Order JO 7210.78 FAA Contract  Tower (FCT) New Start and Replacement Tower Process). A list of eligible equipment is found in Appendix A of Reauthorization Program Guidance Letter (R-PGL) 19-02: Planning and Project Eligibility. FCT Competitive funds can also be used to construct a remote tower certified by the FAA including acquisition and installation of air traffic control, communications, or related equipment. To date there is no FAA certified remote tower technology. FCT Competitive funds cannot be used to pay for debt service.
    

ATP grants under IIJA are awarded competitively and can be used for justified terminal development projects as defined under 49 U.S.C. 47102(28), including multi-modal projects. On-airport rail access projects, as outlined in 86 FR 48793 (PFC Update 75-21), are also eligible. Finally, projects for relocating, reconstructing, repairing, or improving an airport-owned ATCT, either staffed by FAA or in the FCT program, are also eligible.

Standard Airport Sponsor Assurances, which require airports to meet standards and specifications approved by the FAA, will apply to IIJA grants, unless a Modification to Standards has been approved by FAA.

Standard Airport Sponsor Assurances, will apply to IIJA grants. The grant assurances apply for the useful life of the facilities developed or equipment acquired under the grant, except for exclusive rights, airport revenue, and civil rights, which are perpetual. There is no limit on the duration of the terms, conditions, and assurances with respect to real property acquired with IIJA funds.