Buy American requirements under 49 U.S.C. 50101, Build America, Buy America requirements in sections 70912(6) and 70914 in Public Law No: 117-58, the Infrastructure Investment and Jobs Act, also known as IIJA.  The BABA Act will be required for both IIJA and AIP grants.  FAA’s Buy American requirements are more restrictive than BABA, but BABA includes more specific requirements for construction materials.  More information and implementation guidance will be provided as it becomes available.

Yes. Section 723(a) of the FAA Reauthorization Act of 2024 (P.L. 118-63) amends 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 Q-U70.  Refer to 2 CFR 200 and Appendix U of the AIP Handbook.

Yes. One goal of ATP is to fund projects that improve energy efficiency. Achieving LEED or similar standards provides a method for measuring a project’s impact.    

No. Costs incurred prior to November 15, 2021, cannot be reimbursed with IIJA funds. The airport must verify that an invoice submitted after November 15, 2021, does not include costs incurred prior to that date.

Costs incurred prior to November 15, 2021 (when the work was actually performed) cannot be reimbursed with IIJA funds. If the RA was signed and/or paid prior to that date, IIJA funds can be used, but only for costs incurred after November 15, 2021. See Q-U24 for reimbursement requirements for the FY 2023 and future ATP, FCT, and other IIJA related NOFOs.

No. They can be combined to fund a project or phase of a project but must be separate grants. 

Yes.  If in a nonattainment or maintenance area meeting the criteria for the VALE program see Q-U35.  

For all other airports, AIG Allocated funds can be used to assess the airport’s energy requirements in order to identify opportunities to increase energy efficiency at the airport as outlined under 49 U.S.C. §47140(a). AIG Allocated funds can be used for improvements identified in the energy assessment that increase energy efficiency at the airport under 49 U.S.C. §47140(b). Contact your ADO/RO for additional guidance and information pertaining to the required certification as stipulated in 49 U.S.C. §47140(b)(2). In addition, please refer to R-PGL 19-05 for related information. 

The AFR will have similar eligibility related to the four project types outlined in the statute.

No. FAA will not require an assessment if the energy efficiency project is in support of the terminal or AFR project. 

One of the considerations for ATP projects is to improve energy efficiency, including upgrading environmental systems, upgrading plant facilities, and achieving LEED (or similar) accreditation standards as part of a new terminal construction, expansion, or rehabilitation. 

As outlined in the applicable ATP or AFR NOFO, applicants should provide information demonstrating how the proposed project will reduce air pollution and energy consumption through energy-efficient design. Energy efficiency assessments adequately demonstrate such reductions.

Yes.  The IIJA grants are funded from the General Fund; therefore, the Airport Infrastructure Program and the Airport Terminal Program are both Federal Grant Programs. IIJA funded projects must comply with FAA’s Contract Provision Guidelines for Obligated Sponsors and Airport Improvement Program Projects. This includes Disadvantaged Business Enterprise, Davis-Bacon, Civil Rights, Equal Employment Opportunity (EEO), and Veteran’s Preference, among other required contract provisions. 

Section 723(a) of the FAA Reauthorization Act of 2024 (P.L. 118-63) amends 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.” 

    Section 723(a)(3) defines a Covered Project Delivery Contract as: i. an agreement that provides for both design and construction of a project by a contractor through alternative project delivery methods, including CMAR and progressive design build; or ii. a single contract for the delivery of a whole project that—a. includes, at a minimum, the sponsor, builder, and architect-engineer as parties that are subject to the terms of the contract; b. aligns the interests of all the parties to the contract with respect to the project costs and project outcomes; and c. includes processes to ensure transparency and collaboration among all parties to the contract relating to project costs and project outcomes. 

    Application approval processes for covered project delivery contracts use existing processes for design-build projects, which are defined under 49 U.S.C. §47142(a), and are outlined in the AIP Handbook, Table U-9, and in Advisory Circular (AC) 150/5100-14E, Change 1, Architectural, Engineering, and Planning Consultant Services for Airport Grant Projects.
 

FAA will only reimburse sponsors for eligible project related costs incurred on or after November 15, 2021, which is the date of enactment of IIJA. See Q-U24. Sponsor furnished materials and equipment must be purchased (cost incurred) after IIJA was enacted and follow federal contract provisions, including 2 CFR 200, to be eligible for reimbursement, installation, inspection, and testing. In addition, Buy American and Buy America, Build America must be followed for the costs of the equipment and/or materials to be eligible for reimbursement. See Q-U24 for reimbursement requirements for the FY 2023 and future ATP, FCT, and other IIJA related NOFOs.

All eligible airports will receive an AIG allocation. Sponsors with a Part 16 non-compliance finding by a Director’s Determination, Final Agency Decision, or Hearing will not receive an AIG Allocated grant until the compliance finding is resolved. All other sponsors, including those with a Part 13 noncompliance finding, can receive an AIG Allocated grant. However, grants issued to a sponsor with a Part 13 noncompliance finding must contain a special condition requiring Agency approval of a Corrective Action Plan before the sponsor can drawdown funds.

Consistent with Section 11, Paragraph 3-65 of the AIP Handbook, limited construction project sign costs are eligible. Because many project signs at an airport construction site are not required, if the cost of the construction includes at least $200,000 of Federal funds and will be underway for at least three months, then up to $5,000 of the cost for the sign is allowable (it should be noted that a cost/price adjustment was made to account for inflation since the publication of the AIP Handbook).  If the DOT/FAA requests signs to be posted, the Sponsor must require the prime contractor to post these signs following the format specified by the DOT/FAA. 

Sponsors must remove signs posted before February 1, 2025. 
 

AIG funding can be used to increase the capacity of an existing fuel farm, with justification, and fund the addition of a new fuel tank for an alternative fuel type. For the purpose of electric vehicle/aircraft chargers, charging stations are considered fuel tanks. Since these are revenue generating projects, Sponsors must provide justification demonstrating how these types of charging stations will increase revenue similar to that of traditional fuel. Work with your local ADO/RO for additional information. 

Airport development projects to construct or modify airport facilities to provide low-emission fuel systems and the acquisition of low-emission technology are considered eligible. By extension of the Department of Energy’s definition of “low-emission technology”, this includes reliance on alternative fuel types such as electric or hydrogen.
 

The Airport Traffic Control Tower Replacement Program Programmatic EA may be applicable depending on the type and design or the proposed replacement. The Programmatic EA is available to review at https://www.faa.gov/air_traffic/atf under the “Notices” drop down block. Consult with your ADO to ensure the proposed replacement aligns with those considered in the Programmatic EA and to determine the appropriate steps for compliance with NEPA.

Yes, properties must be in the DNL 65 dB or greater noise contour unless a lower local standard applies, and Sponsors must have documentation depicting and supporting the non-compatible land uses in the DNL 65 dB or greater noise contours. However, it is important to note that being in certain noise contours is not the only factor considered regarding eligibility for noise mitigation. To receive financial assistance from the FAA for noise mitigation, the Sponsor must be able to meet the following additional requirements: 

• Documentation supporting non-compatible land use must be current at the time of funding requests for noise mitigation. This means noise exposure maps (NEMs) prepared pursuant to Title 14 CFR Part 150 or noise contours prepared pursuant to the National Environment Policy Act (NEPA) represent current and future conditions for airport operations and the non-compatible land uses are based on Table 1, Appendix A in 14 CFR Part 150. If such documentation is five years old or older, the Sponsor will be required to provide written validation. If the Sponsor is unable to validate, updated NEMs or noise contours will need to be prepared.
• Noise mitigation is identified in FAA decision documents associated with an analysis prepared pursuant to NEPA or the Sponsor’s Noise Compatibility Program prepared pursuant to 14 CFR Part 150.
• All standards and criteria in Appendices C and R of FAA Order 5100.38 are met. 
   

Yes.  Per 14 CFR § 67.4 applicants must show proof of age and identity by presenting a government-issued photo identification (ID).  As you review the application, verify the name matches the government-issued ID.  If the name is incorrect, you must make the update in AMCS.

If you have corrected the airman’s name in AMCS, please:

1. Instruct the airman to update their name on their MedXPress account at or before their next application.
2. As required by 14 CFR § 61.25, if the airman is the holder of an airmen certificate they must appear at an FAA Flight Standards District Office (FSDO) for positive identification if there has been a legal name change.  For more information, they can contact the FAA Airmen Certification Branch to ensure it is accurate on their airmen certificate. (See Airmen Certification name change)

If the airman does not complete these steps, the problem is likely to recur.  
 

The applicant must identify the risk factors and propose methods to acceptably mitigate those factors.

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Yes, a requirement of the private pilot certificate is to perform three takeoff and landings at a controlled airport to demonstrate your ability to communicate with the tower.