AIG Allocated funds recovered before the end of the fourth FY (period of availability) remain available for the airport’s use. FCT and ATP funds recovered before they expire will be returned to a competitive process. Recovered AFR funds are likely to be expired; therefore, those funds will be returned to the U.S. Department of the Treasury. See Q-11, Q-F3 and Q-F4.

AIG Allocated funds that have not expired can be either used in a new, AIG-allocated grant or amended into an existing AIG-allocated grant for eligible projects as outlined in Q-U23. Recovered FCT Competitive and ATP funds that have not expired can be either used in a new competitive grant or amended into an existing grant as outlined in Q-U23.

Yes. IIJA grants using AIG Allocated funds can be amended within their four-year period of availability, but only with sponsor’s available AIG Allocated funds.
Grants funded with FCT Competitive or ATP funds will be considered by FAA competitively at a national level.

For all AIG Allocated funds and funds awarded under the FY 2022 ATP NOFO and the FY 2022 FCT NOFO, FAA will reimburse sponsors for eligible project related costs incurred on or after November 15, 2021, which is the date of enactment of IIJA. These costs are eligible as long as all Federal funding procurement requirements and FAA design and construction standards are met (see the AIP Handbook).  

After further legal review, the FY 2023 and future ATP, FCT, and AFR NOFOs will be adjusted to further ensure consistency with other DOT grant programs. Project formulation costs (airport development), incurred after November 15, 2021, are reimbursable. The specific costs eligible for reimbursement are outlined under 49 U.S.C. §47110(c), and further described in Table 3-60 of the AIP Handbook. All other costs must be incurred after grant execution. 

The Design-Build alternative procurement method as stipulated by Title 49 U.S.C. §47142 may be used for IIJA grants. This statute specifically allows for cost reimbursement prior to award under certain circumstances. Please note that any reimbursement is allowable only if eligible costs were incurred on or after November 15, 2021.
 

Yes. IIJA funds can be used for eligible costs of future phases of projects incurred on or after November 15, 2021, as long Federal procurement requirements per
2 CFR 200 and FAA design and construction standards are met (see AIP Handbook). See Q-U24 for reimbursement requirements for the FY 2023 and future ATP, FCT, and AFR NOFOs.
 

Yes. Priority will not be given to such projects and selection for competitive IIJA funds is not guaranteed. AIP discretionary funded projects that are removed from the FAA’s ACIP and not selected for IIJA funding will likely be delayed until funding (AIP, IIJA, PFC, etc.) is available. Replacement AIP discretionary projects will not be considered.

No. AIG Allocated funds have expanded availability for projects considered lower priority under AIP. Airports are still required to meet basic planning guidelines for AIG funds such as project justification, project consistency with the master plans, appropriate project scope, and project documentation on an approved Airport Layout Plan (ALP). Additional guidelines with specific examples will be developed and included in future IIJA guidance and AIP guidance. If an ADO has concerns about the types of projects being funded with AIG and an airport’s requested discretionary project, then it should reach out to the IIJA Team and APP for further discussions.

Yes. AIG Allocated funds have expanded availability for projects considered lower priority under AIP. Airports are still required to meet basic planning guidelines for AIG funds such as project justification, project consistency with the master plans, appropriate project scope, and project documentation on an approved ALP. Additional guidelines with specific examples will be developed and included in future IIJA guidance and AIP guidance. If an ADO has concerns about the types of projects being funded with AIG and an airport’s requested discretionary project, then it should reach out to the IIJA Team and APP for further discussions.

No. Sponsors can receive an FCT, AFR, or ATP grant while saving AIG Allocated funds for a larger project. The use of AIG Allocated funding will be taken into consideration when making FCT, AFR, and ATP funding decisions. 

Yes. Section 723(a) of the FAA Reauthorization Act of 2024 (P.L. 118-63) amended 49 U.S.C. §47142 by revising the section heading to “Alternative Project Delivery” instead of “Design-Build Contracting” and expanding the allowable contract types from solely design-build to include progressive design-build and integrated project delivery methods, collectively referred to as “Covered Project Delivery Contracts.” See Section 3-43 and Table U-9 of the AIP Handbook. See Q-U24 for more information pertaining to cost reimbursement.

In general, a guaranteed maximum price (GMP) is required to receive a grant when using an alternative project delivery method for procurement. This fulfills the NOFO requirement to meet all statutory and administrative criteria related to timely implementation. 

An airport has options in this scenario. In addition to waiting to accumulate AIG allocations; a sponsor can phase the project so that annual grants can be issued using available IIJA funds; use AIP funds for a defined project phase; or construct the project and request reimbursement with future allocations, at the sponsor’s risk.

No. Funding will not be available ahead of the FY in which it is allocated. AIG allocations can be used for phased projects, saved for up to four years to use on a larger project, or the sponsor can construct a project and request reimbursement with future allocations at the sponsor’s risk.

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.