Formulation of the National Plan of Integrated Airport Systems (NPIAS) and the Airports Capital Improvement Plan (ACIP)

September 3 , 2019 Orde r 5090.5 CHAPTER 1. WHAT D O I NEED TO KNOW ABOUT THIS ORDER?

1.1 Why is airport planning important?

An integrated system of public - use airports is critical to the national transportation system, a productive national economy, and international competitiveness. To best use available resources, planning must ensure we provide the safest, most efficient, and environmentally responsible aviation system in the world that meets the needs of the traveling public. All airports in the national airport system — and proposed changes to the system — must exhibit the essenti al attributes listed in Table s 1 - 1 A and 1 - 1B .

Table 1 - 1 A Essential Airport Characteristics Airports Should Be Characteristics Safe Developed and maintained to appropriate design standards.

Efficient Located to provide ease of access and enhance usage.

Affordable to both the Relies primarily on producing self - sustaining revenue with users and the government minimal burden on the general revenues of the local, state, and federal government. As stated in Execu tive Order 12893, federal investment will be based on analysis of expected benefits and costs.

Flexible and expandable Can meet changes in demand and accommodate evolving needs, including but not limited to aircraft designs, airline service strategies, an d aeronautical activities.

Permanent Ensures it will remain open for aeronautical use over the long term.

Compatible with Maintains a balance between the needs of aviation, the surrounding communities environment, and the interests of neighboring areas.

Adaptable to new Developed in concert with improvements to the air traffic technology and airspace control system and associated technological advancements.

changes Table 1 - 1B Essential Airport System Characteristics Airport Systems Should B e Characteris tics Supports a variety of critical national objectives, such as Versatile defense, emergency readiness, law enforcement, and postal delivery.

Provides as many people as possible with convenient Extensive and efficient access to air transportation.

1 - 1 September 3 , 2019 Orde r 5090.5 Airport Systems Should B e Characteris tics Integrates a variety of categories of airports with other modes of transportation. National Transportation Policy establishes goals relating to an efficient intermodal Inte grated transportation infrastructure to support economic competitiveness, enhance the po pulation's standard of living and quality of life, and to reduce energy consumption and air pollution.

1.2 How does this Order advance the Airport Planning Process?

The FAA develops guidance, such as this Order, by taking into account the attributes in Table 1 - 1 , s o the planning done by federal, state, and local agencies is effective and supports the continued availability of a national system of public - use airports. This Order provides guidance and policies for formul ating, maintaining, and publishing the development plan for public - use airports known as the National Plan of Integrated Airport Systems (NPIAS) . The Airports Capital Improvement Plan (ACIP) for funding NPIAS projects is a subset of the NPIAS.

1.2.1 What role do es the NPIAS play in airport planning?

The FAA uses the NPIAS to identify airports that have a role in the National Airspace System (NAS) and all potential, unfunded, and Airport Improvement Program (AIP) eligible airport development projects at those airp orts . The airport and project data collected on a continuous basis provides the basis for the publication of the FAA’s biennial NPIAS Report.

1.2.2 What role does the ACIP play in airport planning?

The FAA formulates the ACIP to guide the assignment of Airport I mprovement Program (AIP) funding to projects based on airport development needs identified in the NPIAS.

Funding this development helps ensure that the NAS is safe, secure, and efficient; airports remain compatible with neighboring communities; and project s preserve existing infrastructure.

1.2.3 How do ARP’s databases support airport capital planning?

1.2.3.1 ARP uses internal and external databases for airport capital planning, at both the national and regional levels. The internal database known as System of Airports Reporting (SOAR) is use d to compile, analyze , and prioritize eligible airport development for potential AIP funding ; therefore, it is critical that the data is current and accurate. The FAA, a irport sponsors , and planning agencies should provide the SOAR d atabase with updated data as project information from federal, state, and local sources become s better defined .

Sections 2.3.2 and 4.1.7 discuss SOAR and the sources used to de fine eligible airport planning.

1 - 2 September 3 , 2019 Orde r 5090.5 1.2.3.2 T he SOAR database may include information from a n airport spon sor’s capital improvement plan, but it does not guarantee funding . Similarly , the SOAR database may include numerical ratings of project s in the ACIP requesting financial assistance through the AIP . (The ACIP rat ings are covered in Section 5. 7 .1 .) These ratings, however, are not final determination s by the FAA and have no impact on the decision - making for PFC - funded projects . The raw data from these data sets ( supporting both the NPIAS and ACIP, including quantitative project ratings ) is delib erative — that is, the information is part of the FAA’s internal decision - making process , and so it is privileged from public disclosure.

1.3 What legislation is relevant to this Order?

This Order is based on the NPIAS - and AIP - related provisions in 49 United St ates Code ( U.S.C.) Chapter 471, the PFC - related provisions in 49 U.S.C. Chapter 401 , and the regulatory provisions in 14 Code of Federal Regulations (C.F.R.) P art s 139, 150 158 and 1542 .

1.3.1 Understanding l egislative and r egulatory r eferences .

Table 1 - 2 describes the formatting used in this Order for references to specific sections (§) of legislation and regulations.

Table 1 - 2 References to Sections (§) of Legislation and R egulation Legislation (U.S.C.) Regulations (C.F.R.)

49 U.S.C. § 47101 14 C.F.R. 123.321, or § 123.321 The first two numbers indicate the chapter The first numbers indicate the section title number .

C.F.R. – Code of Federal Regulations U.S.C. = United States Code The numbers that follow C.F.R: § = section The numbers before and after the decimal The numbers after § indicate the section indicate the section and subsection.

number.

This refer ence, therefore, is Title 14 of the This reference, therefore, is to Chapter 49, C.F.R., Part 123, Section 123.321.

U.S.C , Section 47101.

1 - 3 September 3 , 2019 Orde r 5090.5 Table 1 - 3 lists the legislative sources relevant to this Order.

Table 1 - 3 Legislation Relevant to t his Order Program Legislative Code Citation The Airport Title 49 U.S.C. (Transportation), Subtitle VII 49 U.S.C. § 47101 through Improvement (Aviation Programs), Part B (Airport 47175 (Some sections in Program Development and Noise), Ch apter 471 this range do not apply.)

(Airport Development) The NPIAS Title 49 U.S.C. (Transportation), Subtitle VII 49 U.S.C. § 47103 (Aviation Programs), Part B (Airport Development and Noise), Subchapter I (Airport Improvement) Pass enger Facility Title 49 U.S.C. (Transportation), Subtitle VII 49 U.S.C. § 40117 Charges (Aviation Programs), Part A (Air Commerce and Safety), Subpart i (General) The Military Airport Title 49 U.S.C. (Transportation), Subtitl e VII 49 U.S.C. § 47118 Program (Aviation Programs), Part B (Airport Development and Noise), Subchapter I (Airport Improvement) The State Block Grant Title 49 U.S.C. (Transportation), Subtitle VII 49 U.S.C. § 47128 Program (Aviation Programs), Part B (Airport Development and Noise), Subchapter I (Airport Improvement) Noise compatibility Title 14 C.F.R. (Aeronautics and Space), 14 C.F.R. Part 150 Subparts programs Chapter I (Federal Aviation Administration, A through C Dept. of Transportation), Subchapter I (Airports) Noise Title 49 U.S.C. (Transportation), Subtitle VII 49 U.S.C. § 47501 through (Aviation Programs), Part B (Airp ort 47507 Development and Noise), Sub chapter I ( Noise Abatement ) Airport Security and Title 49 C.F.R. (Transportation), Subtitle B 49 C.F.R. Part 1542 Airport Security (Other Regulations Relating to Programs Transportation), Chap ter XII (Transportation Security Administration, Department of Homeland Security), Subchapter C (Civil Aviation Security) R ules governing the Title 14 C.F.R. (Aeronautics and Space), 14 C.F.R. Part 139 Subparts certification and Chapter I ( Federal Aviation Administration, A through D operation of airports Dept. of Transportation), Part 139 , Subchapter G (Certification of Airports) 1 - 4 September 3 , 2019 Orde r 5090.5 Program Legislative Code Citation Passen ger Facility Title 14 C.F.R. (Aeronau tics and Space), 14 C.F.R. Part 158 Charges Chap t er 1 (Federal Aviation Administration, Dept. of Transportation), Subchapter I (Airports) 1.4 What FAA Office of Airports p ositions, o ffices, d ivisions, and b ranches does thi s Order r eference?

APP - 1 refers to the Director of the Office of Airport Planning and Programming. Table 1 - 4 lists additional referenced offices, divisions, and branches. In this Order, ADO refers to the FAA Airpor ts District Office that directly works with the sponsor. In regional offices that do not have ADOs, ADO refers to the FAA Office of Airports branch within the regional office that deals directly with the sponsors.

1.5 Supplemental g uidance .

1.5.1 The FAA Office of A irports may issue additional guidance to supplement this Order and provide new or qualifying requirements.

1.5.2 For projects that involve block grant state sponsors, the ADO forwards the additional guidance to the appropriate contacts . S ee Advisory Circular 150/5100 - 21, State Block Grant Program .

1.6 Referenced d ocuments .

1.6.1 The Order summarizes pertinent information from other sources, fo r example, statutes, regulations, FAA Orders, and guidance material when appropriate. In instances of possible discrepancies between the summaries and the source material cited, the original source always takes precedence. Readers should also check the mos t current versions of cited documents.

1.6.2 Appendix D lists referenced documents and provides online links for accessing them.

Table 1 - 4 FAA Office of Airports Office, Divisi ons, and Branches Routing Code Office Name AAS Office of Airport Safety and Standards AAS - 100 Airport Engineering Division 1 - 5 September 3 , 2019 Orde r 5090.5 Routing Code Office Name AAS - 300 Airport Safety and Operations Division ACO Office of Airport Compliance and Management Analysis ACO - 100 Airport Complian ce Division APP Office of Airport Planning and Programming APP - 400 Airport Plan ning and Environmental Division APP - 500 Airports Financial Assistance Division APP - 510 Financial Analysis and P assenger Facility Charge Branch APP - 520 Air port Improvement P rogram Branch ARP Office of Airports ARP - 1 Associate Administrator for Airports ARP - 10 Management Staff AXX - 600 Regional Division Director (Replace AXX with the applicable regional designation: AL, EA, CE, GL, NE, NM, SO, SW, or WP. ) 1.7 Limits to this Or der.

1.7.1 There may be paragraphs or definitions in this Order that conflict with Order 5100.38, Airport Improvement Program (AIP) Handbook , or FAA Order 5500.1, Passenger Facility Charge (PFC) . In the event of such a conflict, the most recently issued language controls. The policy provided in this Order does not change policy or legislative requirements of either the AIP or PFC program , and to the extent there is a conflict, the most recent statutory or regulatory language controls . The policy is strictly for the purposes of planning airport development (referred to in this order as “development”) eligible for potential future funding through the AIP or PFC programs. The planning information provided through this process is also used to develop the NPIAS as required by 49 U.S.C. § 47103 and provide the details required by the FAA in preparing potential future funding through the AIP or the PFC programs.

1 - 6 September 3 , 2019 Orde r 5090.5 1.7.2 For complete information on the AIP, see the current FAA Order 5100.38, Airport Improvement Program Handbook , on the Airport Improvem ent Program page of the FAA website .

1.7.3 For complete information on the PFC program, see the current FAA Order 5500.1, Passenger Facility Charge , on the PFC Program page of the FAA website .

1.8 What key terms are necessary for understanding this Order?

Many words and phrases have specific, defined meanings within the context of this Order. Appendix A contains the definitions of terms used.

1.9 General p rinciples for u sing th is Order.

1.9.1 The FAA uses this Order for a ll p rojects f unded under the AIP .

The Order is the published policy required for airport development projects to be included in the NPIAS and ACIP. Except where options are specifically noted or where non - mandatory la nguage (“should,” “may,” “desirable”) is used, the procedures and require ments are mandatory for FAA staff .

1.9.2 Requests to d eviate from this Order .

The Director of the Office of Airport Planning and Programming (APP - 1) must approve any deviation from the proc edures or requirements described. Send all requests for deviations to APP - 1.

1.9.3 Regional Office Discretion .

This Order has been developed to balance historical national policies and processes related to the NPIAS and ACIP with local concerns , to preserve flex ibility for regional offices as needed. Regional offices have the latitude to establish local procedures as long as they meet the requirements of this Order (as well as statutory and regulatory requirements). Applying capital planning procedures consistent ly across the nation and the NAS safeguards federal investments an d improves program efficiencies .

1 - 7 September 3 , 2019 Orde r 5090.5 Page Intentionally Blank 1 - 8

September 3 , 2019 Order 5090.5 CHAPTER 2. WHAT IS THE NPIAS - AC IP PLANNING AND FUND ING PROCESS?

2.1 Background.

2.1.1 Of the more than 19,000 private - and public - use landing areas in t he U . S . , about a third ( 2 6 percent ) are open to the public. From these, the FAA identifies the public - use airports that are important to the national transportation system to include in the NPIAS. The NPIAS also identifies the type and cost of eligible de velopment n eeded to improve the se airports (and, in very limited instances, to build new ones) to meet the current and long - term needs of civil aviation.

2.1.2 Public - use airports in the NPIAS are eligible (with limited exceptions) for federal funds through the AIP. The FAA makes these investment decisions on the use of federal funding using structured selection criteria that help identify critical annual development needs within AIP funding levels. This annual internal process, which produces the ACIP, is used b y the FAA to select projects for potential AIP funding. The ACIP allows the FAA to determine and fund the most critical airport development needs within AIP funding limits set by Congress through the authorization and appropriation processes.

Commercial s ervice airports may also qualify to apply to collect PFCs to fund airport capital projects through the Passenger Facility Charge P rogram .

2.2 What are the FAA’s goals for the Airport Planning Process?

2.2.1 Policy statements in authorizing legislation .

The FAA’s aut horizing legislation (codified in 49 U.S. C . Chapter 471 ) states that “it is the policy of the United States (1) that the safe operation of the airport and airway system is the highest aviation priority.” In accordance with statutory requirements, the FAA h as established a planning proce s s that emphasizes th e following key areas to fulfill this policy :  Preserve existing airport infrastructure in a safe and functional operational condition (if indeed that infrastructure is still needed to meet aeronautical de mand).

 Bring airport facilities into conformity with current standards (for facilities built before current standards were in place).

 Construct, modify, or expand facilities as necessary to meet demonstrated aeronautical demand.

 Enhance environmental susta inability.

 Provide for a balanced system of airports that meet the roles and functions necessary to support civil aeronautical demand.

2.2.2 FAA priorities in administering the AIP .

In the administration of the AIP, the FAA gives the highest priority to projects that enhance safety and security at airports. Other major objectives are achieved by awarding 2 - 1 September 3 , 2019 Order 5090.5 AIP funds to projects that maintain existing airport infrastructure and increase or maintain the capacity of existing facilities to accommodate increasing passen ger and cargo demand. U.S. statutory provisions guide aviation policies that direct specific funding r esources to achieve other ends:  Help minimize current and projected noise impacts.

 Preserve and enhance capacity, safety, and security at primary and reli ever airports.

 Convert available former military air bases to civil use.

 Support funding availability for nonprimary airports.

2.3 What is the National Plan of Integrated Airport Systems (NPIAS) ?

Per the requirements of Title 49 United States Code section 4710 3 , the National Plan of Integrated Airport Systems (NPIAS) identifies existing and proposed airports that are considered significant to national air transportation and thus may be eligible to receive f ederal grants. The NPIAS is maintained by the FAA to as sist in developing public - use airports by cataloging their unfunded needs . As required by law, the plan must specify the kind and estimated cost of the airport development considered necessary to provide a safe, efficient, and integrated system of public - u se airports. This development must be adequate to meet the anticipated needs of civil aeronautics, the national defense requirements of the Secretary of Defense, and the United States Postal Service (49 U . S . C .

§ 47103).

2.3.1 Airport Improvement Program (AIP) .

T he AIP provides grants to airport sponsors and public agencies for planning and developing public - use airports that are included in the NPIAS . In some cases , private owners and entities that the FAA has qualified as eligible sponsors receive AIP grants.

2.3.1.1 AI P eligibility.

P roject grant applications for AIP funding may only be proposed for public - use airports included in the NPIAS (49 U.S.C. § 47105(b)(2)) . Project grant applications must comply with the parameters set forth in 49 U.S.C. § 47105(b) and projec t eligibility will be assessed in accordance with 49 U.S.C.

Chapter 471. AIP eligible projects proposed to be funded outside the AIP and PFC programs, e.g. , funded with state or local funds, should also be included in the NPIAS to provide a comprehensive v iew of the system needs.

2.3.2 The SOAR database .

2.3.2.1 The SOAR database contains information on airport planning and development for the approximate 3, 3 00 existing and proposed airports the FAA has identified as important to national air transportation. The data is primarily obtained from the FAA’s annual requests for project information, airport inspections, and airport master plans and system plans that airport sponsors prepare (or have prepared by contracting with a planning consultant).

2 - 2 September 3 , 2019 Order 5090.5 The FAA reviews the sponso rs’ data with a particular focus on the justification and timing of proposed development projects. Along with airport operators, sponsors include state and local planning agencies. The federally funded plans must be consistent with FAA forecasts of aeronau tical activity, follow FAA guidelines, and be reviewed and accepted by FAA p ersonnel familiar with local conditions.

2.3.2.2 Once a financial commitment is made to accomplish a development project ( either through issuance of a grant, approval of an actua l implemen tation date to begin PFC collections , or an agreement to fund through other sources ), the project is no longer considered an unfunded need and is removed from the database’s estimates of needed development.

2.3.2.3 Table 2 - 1 shows the relationship of the NPIAS tim elines used for planning.

The X indicate s the criteria that projects for which federal funding is sought must meet at various stages in the process. Project planning timelines are discussed further in Section 5.2 . Near - term projects are included in the published NPIAS Report.

Table 2 - 1 Relationship of NPIAS to Airport Planning Timeframes NPIAS Near Criteria projects must meet at the Long Medium Near Term various stages in NPIAS - ACIP Term Term Term ACIP Planning Proc ess (11+ (6 - 10 (1 - 5 (1 - 3 years) years) years) years) Eligible to be funded under AIP X X X X Reasonable development for the airport to accomplish, with all pertinent preliminary activities N/A N/A X X (land acq uisition, environmental analysis, Benefit - Cost Analysis, permitting, etc.)

Justified by current use, forecasts, or design standards .

Note: Justification will be verified by N/A N/A X X the FAA when assigning funding to a project (ACIP) .

2 - 3 September 3 , 2019 Order 5090.5 2.3.3 R esponsibilities .

2.3.3.1 The nine ARP r egional o ffices are responsible for continuously maintaining their portion of the database, updating as new information becomes available.

The minimum interval for making these updates is once a year, typically during the ACI P update cycle (see the informational NPIAS - ACIP planning calendar in Appendix C for typical update milestones) .

2.3.3.2 APP - 400 performs a n annual review and a comprehensive review of the data once every two years in a dvance of the published report. The regions are notified in advan ce of the comprehensive review. Further information is in Appendix C .

2.3.4 Inclusion in the NPIAS .

Chapter 3 discusses how the FAA identifies airports for inclusion in the NPIAS and the recommen ded develop ment needed at NPIAS airports. Chapter 4 discusses how projects are planned and added to the database .

2.3.5 Publication of a Biennial NPIAS Report .

Every two years, by the end of alternating fiscal years, the FAA publishes a report on the stat us of t he national airport system that reflects each airport’s role in the system and identifies each airport’s proposed total development cost. The current report is available on the FAA Office of Airports website .

2.4 W hat is the Airport Capital Improvement Plan ( ACIP ) ?

The ACIP, a subset of the NPIAS, is a needs - based and financially constrained plan for funding development over a rolling 3 - year period. ( Rolling means that the start date of the 3 - year term updates on a specific date every year so that the current year is the beginning of the term.) It serves as the basis for the distribution of AIP grant funds, and it emphasizes funding the highest priority projects. Chapter 5 provides additional information on the plann ing and composition of the ACIP.

2.4.1 Formulation of the ACIP .

The FAA formulates the ACIP, with voluntary cooperation of airport s ponsors, s tates, airport planning agencies , and metropolitan planning agencies, to guide the distribution of AIP fund s based on th e airport devel opment identified in the database .

2.4.2 Project inclusion .

2.4.2.1 For a project to be included in the database , it must be eligible to receive AIP funding, even if a funding source has not been identified.

2 - 4 September 3 , 2019 Order 5090.5 2.4.2.2 P lanned development regularly exceeds the avail able AIP funding for current and future years , and changes in airport operations or statutory requirements may impact the justification or eligibility of the proposed project.

2.4.2.3 The FAA , therefore, considers projects in the NPIAS as potential projects, mak in g its investment decisions using structured selection criteria to identify critical development needs within AIP funding levels and limits set by the Congress . Through the annual ACIP process, the FAA systematically identifies, plans, and prioritizes airpo rt planning and development projects for AIP funding to produce the Airport Capital Improvement Plan . Chapter 5 discusses how the FAA identifies, plans, and prioritizes projects in the ACIP .

2.5 What is the relationship between airport planning and funding pro grams ?

One of the products of airport planning is the Capital Improvement Plan (CIP) , which identifies airport projects, defines funding requirements, and helps identify the applicable funding types. The FAA manages the AIP and PFC program to fund the qual ified airport projects in CIPs.

2.5.1 Airport Improvement Program .

As stated in Section 2.3, t he AIP provides grants to airport sponsors and public agencies for planning and developing public - use airports that are included in the NPIAS . In some cases , private ow ners and entities that the FAA has qualified as eligible sponsors receive AIP grants.

2.5.1.1 Categories of funding .

AIP funding splits into two categories and types of funding according to AIP legislation: apportioned funds (also known as entitlements) and discre tionary funds. Apportioned funds are those designated under 49 U.S.C. § 47114, which are determined by formula and available to airport sponsors annually.

Discretionary funds (49 U.S.C § 47115) are funds that remain after entitlement distributions and incl ude a number of set - aside amounts for specific project types designated under 49 U.S.C § 47116 and 49 U.S.C § 47117.

2.5.1.2 Uses of discretionary funding .

2.5.1.2.1 Approximately two - thirds of discretionary funding is set aside for specific project types, such as noise mit igation and environmental projects , or airport types, such as airports in the Military Airport Program. The remainder is distributed to eligible projects based on project ranking and other factors.

Specific details on the distribution of AIP funding are i n Section 5.7 . Further information on AIP funding categories is in the AIP Handbook .

2 - 5 September 3 , 2019 Order 5090.5 2.5.1.2.2 Programs and projects that may qualify to be funded under set - as ide programs within the AIP, such as noise, environmental, Military Airport Program, or which are issued a Letter of Intent (LOI), must still be planned for within the NPIAS and ACIP to be eligible for AIP funding.

2.5.2 Passenger Facility Charge Program .

2.5.2.1 The PF C program authorizes a public agency to collect fees on paying passengers boarding an aircraft at a commercial service airport controlled by the public agency ( 49 U.S.C. § 40117(a) and 14 CFR 158.1) . Public agencies use these fees to fund FAA - approved proj ects that preserve or enhance safety, security, or capacity , reduce noise , or enhance air carrier competition at airport s the agency controls. PFC programs are authorized by 49 U.S.C. § 40117.

2.5.2.2 Most projects anticipated to be funded in whole or in part with PFCs are entered in the NPIAS if the project information is available and it is AIP - eligible . Because airport public agencies may elect to use PFC funding for project elements as a development program progresses (or to reimburse projects undertaken previo usly), planning in advance for these projects in the NPIAS is not always possible. However, due to the number of projects that may eventually have both AIP and PFC funding, it is increasingly beneficial to have the project data in the consolidated NPIAS lo cation .

2.5.3 AIP and PFC projects included in the NPIAS and the ACIP .

2.5.3.1 When should projects be entered or removed from the NPIAS and the ACIP?

All unfunded AIP - eligible airport development p rojects should be i ncluded in the NPIAS to provide a comprehensive pictu re of development needs. Once a project has been funded with AIP , the projects are removed from the NPIAS.

When the FAA approves PFC revenue for use on the project , the project is considered funded and removed from the NPIAS.

2.5.3.2 PFC projects are not included in the ACIP with exceptions.

PFC project s generally are not included in the ACIP unless they are expected to be funded by a combination of PFC and AIP funds. Although a PFC project may be included in the ACIP , this does not grant the project a preference or priority when competing for AIP funding.

2.5.4 Airport p lanning p rocess f lowchart .

Figure 2 - 1 and Figure 2 - 2 depict the NPIAS, ACIP, AIP and PFC actions that make up the airport capital planning process.

2 - 6 September 3 , 2019 Order 5090.5 Figure 2 - 1 Airport Capital Planning Process Flow Chart – NPIAS 2 - 7 September 3 , 2019 Order 5090.5 Figure 2 - 2 Airport Capital Planning Process Flow Chart – ACIP 2 - 8

September 3 , 2019 Order 5090.5 CHAPTER 3. HOW ARE NPIAS AIRPORTS CATEG ORIZED AND SELECTED?

3.1 How are airports categorized in the NPIAS?

3.1.1 Appro ximately 65 percent of all public - use airports ( roughly 3,300 airports) are included in the NPIAS. To help define the role of NPIAS airports, the airports are categorized based on aviation activity, geography, and public - interest measures.

3.1.2 Each year, APP - 400 reviews the airports to determine if an airport meets the statutory definition of primary and nonprimary commercial service, and then makes appropriate adjustments the database to service level and hub classifications . The FAA publishes a li st of commercial service airports annually on its website.

3.1.3 Every two years, in preparation for the publication of the NPIAS Report, APP - 400 reviews the activity data for all NPIAS airports to determine if adjustments to an ai rport’s category are required. A critical component of this review is based aircraft data. Airport sponsors should maintain an accurate list of aircraft based at their airport o n the FAA - supported website, BasedAircraft.co m. Each airport’s aircraft list is validated against the FAA Air craft Registry on a continuous basis.

3.2 What are the Airport categories used in the NPIAS?

3.2.1 Public Airport .

3.2.1.1 A public airport is an airport used or intended to be used for public purposes that is under the control of a public agency with the landing/takeoff ar ea and the surface maneuvering area also publicly owned (49 U.S.C. § 47102(21)).

3.2.1.2 A public agency is a state, or a political subdivision of a state (e.g. , county or local government, or a governmental agency established by a state ), a tax supported organiza tion, or an Indian tribe or pueblo (49 U.S.C. § 47102(20)) .

3.2.2 Public - Use a irport .

A public - use airport is a public airport or a privately owned airport used for public purposes . Privately owned, public - use airports could be a reliever airport, or an airport determined by the Secretary of Transportation to have scheduled air carrier service with at least 2,500 passenger boardings a year (49 U.S.C. § 47102(22)) .

3.2.3 Airport categories defined in statute .

Airport categories in the NPIAS as defined in statute are sho wn below . Table 3 - 1 provides additional information on category criteria .

 Commercial Service – publicly owned airport that has at least 2,500 annual passenger boardings each calendar year and scheduled passenger service ( 49 U . S . C .

3 - 1 September 3 , 2019 Order 5090.5 § 47102(7)) . Commercial s ervice airports fall into two major categories: primary and nonprimary commercial service.

o Primary – a commercial service airport with more than 10,000 annual passenger boardings (49 U.S.C § 47102(16)) . Primary airports comprise large, medium and small hubs as well as non - hub airports.

o Nonprimary – a public - use airport that provides scheduled commercial service to between 2,500 and 10,000 passengers a year.

 Reliever – an airport the Secretary of Transportation designates to relieve congestion at a commercial service airport and to provide more general aviation access to the overall community (4 9 U . S . C . § 47102( 23 ) ) .

 General Aviation – a public - use airport that is located in a state and that, as determined by the Secretary, does not have scheduled service or h as scheduled service with less than 2,500 passenger boardings each year (4 9 U . S . C . § 47102(8)) .

Table 3 - 1 Airport Categorie s Airport Categories Criteria Known as : Public - owned airports with more than 2,500 annual Commercial Service enplanements (passenger boardings) and scheduled N/A N/A air carrier service Receives 1% or more of the annual U.S. commercial  Large Hub Primary enplanements Receives 0.25 to 1.0% of the annual U.S.

Primary  Medium Hub commercial enplanemen ts Receives 0.05 to 0.25% of the annual U.S.

 Small Hub Primary commercial enplanements Receives less than 0.05% but more than 10,000 of Primary  Nonhub the annual U.S. commercial enplanements Also referred to as nonh ub nonprimary, these  Nonprimary Commercial airports have scheduled passenger service and Nonprimary between 2,500 and 10,000 annual enplanements.

Service An airport designated by the Secretary to relieve congestion at a commercial service airport and to Reliever Nonprimary provide more general a viation access to the overall community.

A public - use airport that does not have scheduled General Aviation service or has scheduled service with less than 2,500 Nonprimary passenger boardings each year.

3 - 2 September 3 , 2019 Order 5090.5 3.2.4 Nonprimary airport categories .

The FAA has established categories for nonprimary airports serving mainly general aviation aircraft. Included in the nonprimary category are the airports eligible for Nonprimary Entitlement funding: Nonprimary Commercial Service, Reliever, and General Aviation air ports. The types and characteristics of nonprimary general aviation airports are described in Table 3 - 2 .

Table 3 - 2 Nonprimary Airport C ategories If a nonprimary It fulfills this role in the system: And meets one of the following minimum airport is criteria for annual activity: classified as: National Supports the national airport system 5,000 or more instrument operations, 11 or by providing communities access to more validated based jets and 20 or more national and international markets international flights or 500 or more interstate throughout the U.S. National departures; or airports have very high l evels of 10,000 or more enplanements and at least 1 aviation activity with many jets and carrier enplanement by a large certificated air multiengine propeller aircraft.

carrier; or 500 million pounds or more of landed cargo weight.

Regional Supports regional economies by In a Metropolitan or Micropolitan Statistical connecting communities to regional Area, 10 or more domestic flights over 500 and national markets. L ocated in miles, 1,000 or more instrument opera tions, metropolitan areas serv i ng relatively and 1 or more validated based jet or 100 or large populations. Regional airports more validated based aircraft; or : have high levels of activity with some Nonprimary commercial service airport jets and multiengine propeller aircraft (requiring scheduled service) within a Metropolitan Statistical Area ; or Currently designated by the FAA as a Reliever with 90 or mo re validated based aircraft.

Local Supports local communities by Public owned and 10 or more instrument providing access to markets within a operations and 15 or more validated based state or immediate region. Local aircraft.

airports are most often located near Public owned and 2,500 or more annual larger population centers, but not enplanements.

necessarily in metropolitan or micropolitan area s. Most of the flying at local airports is piston aircraft in support of business and personal needs. These airports typically accommodate flight training, emergency services, and charter passenger service.

3 - 3 September 3 , 2019 Order 5090.5 If a nonprimary It fulfills this role in the system: And meets one of the following minimum airport is criteria for annual activity: classified as: Basic Provides a means for general Public owned with 10 or more validated based aviation flying and links the aircraft, or 4 or more validated based community to the national airport helicopters if a heliport.

system. These airports support Public owned located 30 or more miles from general aviation activities suc h as the nearest NPIAS airport.

emergency response, air ambulance service, flight training, and personal Owned or serving a Native American flying. Most of the flying at basic community.

airports is self - piloted for business Identified and used by the U.S. Forest and personal reasons using Service, U.S. Marshals, U.S. Customs and propeller - driven aircraft. They often Border Protection (designated, international, fulfill their role with a single runway or landing rights), U.S. Postal Service (air or helipad, and minimal stops), or has Essential Air Service.

infrastructure.

A new or replacement public owned a irport that has opened within the last 10 years.

Unique circumstances related to special aeronautical use.

Unclassified Currently in the NPIAS but with N /A limited activity and may not meet the essential airport attributes in Table 1 - 1 . If the next review of an unclassified airport’s activity shows levels that meet the criteria for one of the classifications, that airport will be reclassified in the next published NPIAS.

3.3 What are the initial screening requirements for a facility to be considered for i nclu sion in the NPIAS?

3.3.1 Entry into the NPIAS is based on quantitative and qualitative factors. Quantitative data include the level of scheduled commercial service, number of revenue passenger boardings (enplanements), itinerant take - offs/landings (operations th at arrive from outside the airport area or depart and leave the area), instrument approaches, and based aircraft. Qualitative factors include type of ownership (public or private), ability of the airport to meet the critical grant assurances ( e.g., number 2 and 4), remoteness of the location, distance of travel to a comparable facility, type of traffic supported, and other available means of travel. The initial screening requirements for inclusion in the NPIAS are presented in Table 3 - 3; other factors the F AA considers are in Table 3 - 4.

3 - 4 September 3 , 2019 Order 5090.5 Table 3 - 3 Initial Screening Requirements for a Facility to be Considered for Inclusion in the NPIAS Type of Airport Screening Requirement The airport must be publicly owned, publicly accessible, An existing airport meeting the have scheduled air carrier service, and 2,500 or more definit ion of a commercial service annual passenger boardings.

airport must be included in the NPIAS .

An existing public - use general aviation  O perated by a sponsor eligible to receive federal airport o r seaplane base must satisfy funds and meet obligations.

ALL the screening requirements a t the  U sed by 10 or more operational and airworthy time of request to be considered for aircraft based on the airport. The aircraft tail numbers inclusion .

must be provided and validated against the FAA Aircraft Registry.

 L ocated at least 30 miles from the nearest NPIAS airport. The 30 - mile calculation must consider all existing NPIAS airports within a 30 - mile radius , ev en if it is in an adjacent state.

 D emonstrate s a n identifiable role in the national system (such as a basic, local, regional, or national).

 I ncluded in a state or terri tory aviation system plan with a role similar to the federal role , and recommended by th e airport’s s tate or territory aviation authority to be a part of the NPIAS.

 A review by the FAA finds no significant airfield design standard deficiencies, compliance violations, or wetland or wildlife issues.

An existing public - owned airport that does no t meet all of these criteria may be considered for inclusion using a “special justification” that it fulfills a unique role in the national system as identified in Table 3 - 2 under Basic (e.g., an isolated community , Native American). The airport would be considered Unclassified until it can meet the criteria for a role as shown in Table 3 - 2 .

A public - owned airport that is co - located with a commercial space transportation fac ility may be considered for inclusion if the airport’s activities not related to space transportation (such as its based aircraft, annual operations, and types of aircraft operations) meet the NPIAS entry criteria. If an airport with commercial space activ ities is included in the NPIAS, commercial space related development is not eligible for AIP funding.

3 - 5 September 3 , 2019 Order 5090.5 Type of Airport Screening Requirement An existing public - use airport Operated by a sponsor eligible to receive federal funds requesting inclusion as a reliever and obligations.

airport must satisfy ALL the screening Used by 10 0 or more operational and airworthy aircraft requirements at the time of request to based on the airport property . The aircraft tail number be consid ered for inclusion : must be provided and validated by the FAA against th e FAA Aircraft Registry.

R eliev es a large - or medium - hub airport that is operating at 60% or more of its capacity . The number of existing relievers already designated for the large - or medium - hub will be taken into account.

D emonstrate s a n identifiable rol e in the national system (such as national or regional) and submits information confirming the candidate airport’s ability to fulfill that role (e.g., feasibility to develop facilities to accommodate jets, compatible land - use, and available resources to ma intain and improve the facility).

I ncluded in a state system plan with a role similar to the federal role and recommended by the airport’s state or territory aviation authority to be a part of the NPIAS.

A review by the FAA finds no significant airfield de sign standard deficiencies, compliance violations, or wetland or wildlife issues.

Privately owned public - use airports may be considered for inclusion in the NPIAS if the FAA determines the airport meet all the reliever criteria identified above and serves a demonstrated critical role in the national system .

3 - 6 September 3 , 2019 Order 5090.5 Type of Airport Screening Requirement A proposed commercial service or  D emonstrate s how the airport will meet the general aviation public airport operational activity required (through a forecast (replacement, supplemental, or validated by the FAA) within the first 5 years of additional) must provide evidence it operation . The operational activity at the new airport will satisfy the criteria as shown in should not be based on attracting exist ing demand Table 3 - 2 and meet these additi onal from other airports, unless there is a demonstrable requirements .

deficiency in safety or standards at these other airports.

 Provide s enhanced facilities that will accommodate the current aviation activity and improve functionality as well as provide room for future development based on imminent justified demand .

 Shows a Benefit - Cost Analysis rating of 1.0 or more .

( I nformation on when and how to conduct a Benefit - Cost Analysis is in FAA Order 5100.38, Airport Improvement Program Handbook , and FAA Airport Benefit - Cost Analysis Guidance . )  P resent s a detailed financial plan for the proposed airport to accomplish its construction and ongoing m aintenance .

 Level of local support/consensus is adequate to achieve the development of the new airport .

A proposed public - owned airport that does not meet all of the criteria may be considered for inclusion using a “special justification” ; if it can demons trate that , it will fulfill a unique role in the national system as identified in Table 3 - 2 (e.g., an isol ated community, Native American ).

An existing public - owned public - use  O perated by a sponsor eligible to receive federal heliport may be considered for funds and meet obligations.

inclusion in the plan if it makes a  Used by 4 or more operational and airworthy significant contribution to public rotorcraft based at the heliport for at least 2 years transportation. It must satisfy th ese prior to this request and 4 00 annual IFR Flights.

criteria at the time of request.

 Be part of the state airport system plan.

Note: Private use heliports or special service heliports that primarily provide community services such as police patrol, traffic surveillance, or air ambulance transportation are not included in the NPIAS.

3 - 7 September 3 , 2019 Order 5090.5 3.3.2 The FAA, in its charge of the AIP, has the authority to identify factors when considering admitting an airport into the NPIAS to assure entry is in accordance with the statutory requirements “to pro vide a safe, efficient, and integrated system of public - use airports” (49 U.S.C. §47103(a)) . Table 3 - 4 lists factors the FAA has considered and may consider in its administration of entry into the NPIAS.

Table 3 - 4 FAA Consider ations in Revi e wing NPIAS Entry Requests Condition Consideration s For all candidate airports,  How financially self - reliant is the airport and how much reliance can the sponsor on federal funding does it anticipate?

demonstrate:  Would any issues prevent the airport from accept ing a grant (grant obligations) and complying with federal obligations ?

 Does the airport meet minimum federal design and safety standards ?

 What are the historic trends for the airport and community that it would serve (i.e., population, activity)?

 Are the aircraft owners or users a diverse aeronautical group (i.e., majority of aircraft owned by one user that could lead to potential compliance issues)?

 How many NPIAS airports are within a 30 - mile radius of the airport r equesting entry and what are their roles?

 What is the airport’s p otential f ederal r ole in the NAS : National, Regional, Local, or Basic airport?

 Are there existing conditions (ownership, lease agreements, non - aeronautical activity on airport owned property, etc.) that would render the airport noncompliant?

 Is there a special justification or unique purpose other than those identified in Table 3 - 3 ?

 Can the proposed airport sponsor demonstrate that the airport has these characteristics?

o S afe and efficient ?

o Dev eloped and maintained to appropriate standards ?

o Expandable and reasonably affordable to maintain and develop?

o Able to meet increased demand and accommodate new aircraft types ?

o Permanent, with assurance that it will remain open for aeronautical use over the long term ?

o Compatible with surrounding communities, maintaining a balance between the needs of aviation, the environment, and the requirements of the airport’s neighboring residents ?

3 - 8 September 3 , 2019 Order 5090.5 Condition Consideration s If this is a proposed airport H ow the airport will meet the operational activity criteria required for a (not yet constructed), can proposed airport within the first 5 years of operation (through a the proposed a irport forecast validated by the FAA ) ?

sponsor demonstrate:  How the airport will meet unmet aviation demand without attracting existing demand from other airports, unless there is a demonstrable deficiency in safety or standards at the other airports?

3.3.3 Commercial service airports .

All commercial service airports (see 3. 2 .3 ) must be included in the NPIAS. This applies t o both primary and nonprimary commercial service airports. See Table 3 - 1 and Table 3 - 2 for a description of airport types in the NPIAS.

3.3.4 Nonprimary airports .

Nonprimary airports (excluding those defined as commercial service) must be approved by the FAA at the ADO, regional, and headquarters level for inclusion in the NPIAS.

The airport must meet all the criteria in Table 3 - 3 before it can be considered for inclusion.

3.3.5 Proposed new airports (replacement, supplemental, or additional); also referred to as “Pla nning placeholders” .

3.3.5.1 A proposed airport, also referred to as a “planning placeholder” for planning purposes, is one identified as a potential location for a future replacement, supplemental or additional airport which may or may not be built. Planning plac eholders are identified as “New” in SOAR and the published NPIAS Reports.

3.3.5.2 The FAA has established a process for considering inclusion of planning placeholders in the NPIAS.

 The ADO or regional office must notify APP - 400 as soon as the ADO or regional offic e becomes aware that a new airport is being considered and must update APP - 400 regularly during the entire process.

 When considering adding a new or replacement airport to the NPIAS, the FAA must review the airport’s forecast activity and operations, inten ded role in its state system plan, required infrastructure, proximity to other federally funded airports, ability to comply with federal obligations, and eligibility of its proposed airport sponsor.

 A proposed airport sponsor may undertake a feasibility st udy to examine replacing a NPIAS airport without the FAA adding the proposed new airport to the NPIAS. APP - 400 must review and concur with the need for the study prior to issuing any federal funding for a study. Upon 3 - 9 September 3 , 2019 Order 5090.5 completion of the draft study, APP - 40 0 must receive a copy for review and comment.

 The airport must meet all the requirements in Table 3 - 3 before it can be considered for inclusion as a new airport or for replacing an airport in the NPIAS, and it must have the support of the state or territor y aviation authority or the state’s transportation agency or entity, as applicable.

Support is defined as being included in the state aviation system plan.

Before a new airport is added to the NPIAS, it must be approved by the Region Division Director and APP - 1.

 NPIAS airports that are to be replaced shall obtain approval for the release of the old airport from outstanding federal obligations, including how the federal share will be reinvested, per the current version of the FAA Order 5190.6, Airport Compliance Manual .

3.3.5.3 Accepting a proposed site (planning placeholder) in the NPIAS does not represent actual approval of the proposed new airport, from either an airspac e or environmental standpoint. It also does not represent any financial commitment related to AIP grants or PFC funds. After 5 years of inactivity, the FAA will revalidate the continued need for the new airport (planning placeholder) in the national plan.

3.4 What if an airport no longer qualifies for the NPIAS?

3.4.1 Once in the NPIAS, airports are not generally re - evaluated for continued inclusion. Their activity levels, however, are reviewed to verify their classification. In certain circumstances, such as a chang e in ownership or public accessibility, the FAA may reconsider an airport’s NPIAS inclusion or put restrictions in place on the types of AIP funding for which the airport might otherwise qualify.

3.4.2 The AIP statute defines four types of projects that may be f unded at unclassified airports using only state apportionment funding ( 49 U.S.C. 47106(a)(7) ) . Specifically, the FAA may fund the following projects:  maintenance of the pavement of the primary runway;  obstruction removal for the primary runway;  rehabilitat ion of the primary runway; or  a project that the Secretary considers necessary for the safe operation of the airport.

3 - 10 September 3 , 2019 Order 5090.5 3.4.3 Airports not meeting the minimal activity defined in Table 3 - 3 may remain in the NPIAS as “Unclassified” until they meet the NPIAS entry c riteria and can be classified. The FAA may remove an Unclassified airport from the NPIAS if the airport is within 30 miles of another NPIAS airport and the sponsor is incapable of accepting or maintaining any new grant assurance obligations. The FAA will consult with the state or territory aviation agency before making a final determination. Activity information (as described in Table 3 - 2 ) is reviewed and validated by the FAA annually. It is the airport’s responsibility to ensure that at a minimum their ba sed aircraft counts are accurate as reflected in their Airport Master Record (FAA Form 5010 - 1) .

3.5 How does an airport request an FAA review for potential inclusion in the NPIAS?

3.5.1 Submit a request for entry .

Proposed airport sponsors submit a request for entry through the ADO or regional office, along with the required documentation to demonstrate how the airport meets the entry criteria described in Table 3 - 3 . A standard template identifying the required information is available for t his purpose, which the ADO or regional office can request from APP - 400.

3.5.2 Existing airports .

3.5.2.1 Airport sponsors of existing non - NPIAS airports must submit a request demonstrat ing that the airport meets the entry criteria shown in Table 3 - 3 and the factors in Table 3 - 4 . They may also submit other documentation they feel is relevant .

3.5.2.2 An airport sponsor requesting inclusion must also submit the following information to the ADO or regional office:  An op inion from the proposed airport sponsor’s attorney as to the legal authority of the proposed airport sponsor to act as an eligible and qualified sponsor and carry out its responsibilities under the AIP statute.

 A narrative describing the airport and its pr ojected benefit to the National Airspace System (NAS).

 An existing conditions report or summary.

 Its short - term (5 - year) aviation activity forecast.

 Enter all the operational and airworthy aircraft in the FAA - sponsor ed website, BasedAircraft.com. The aircr aft are validated aga inst the FAA Aircraft Registry.

 A description of what role the airport will fulfill, initially and in the long term.

3 - 11 September 3 , 2019 Order 5090.5 3.5.3 Proposed new airports (Planning Placeholders) .

3.5.3.1 A n airport sponsor of a proposed airport must submit to the ADO or regi onal office the items referenced in Table 3 - 3 for a proposed airport, along with a narrative describing the proposed airport , the reason for the request (replacement, new, supplemental), its projected benefit to the NAS, and addre ss the factors in Table 3 - 4 .

3.5.3.2 This narrative must also meet these requirements:  Confirm t he proposed airport is for public - use and publicly owned.

 Describe the role the proposed airport is intended to fulfill (National, Regional, L ocal, or Basic).

 Identify if the proposed airport is included in a s tate system plan and recommended for inclusion in the NPIAS. If not included, does it have the support of its s tate aviation authority or state transportation agency or entity, as applicab le?

 Include a map s how ing surrounding NPIAS airports and explain how the propos ed airport will enhance the local as well as national system of airports.

 Detail and highlight add itional considerations such as:  Identifying that no obstructions exist in the t raffic pattern,  Showing that approach / departure surfaces are clear ,  Describing how the airport will be able to meet the FAA’s Airport Design Standards ,  Showing that land will be owned fee simple ,  Verifying that the airfield can meet 95% or more wind cover age , and  Proving how f uture growth can be accommodated .

3.5.3.3 If the purpose of a proposed airport is to replace an existing NPIAS airport that is unable to meet the current and future demand, then the existing obligated airport must close. ( See Section 3.6.2.1 for more information about closure requirements for federally obligated airports.) In addition to NPIAS requirements, the closure also must conform to the requirements contained in The AIP Handbook states, “The sponsor should normally acquire the fee simple interest in land needed to cons truct or protec t airport use or development.” However, the Handbook also provides that, “Some lesser property interest may be acquired if that interest is legally sufficient for the purpose of the project or the acquisition is to a lesser proper ty interest by a court order.” 3 - 12 September 3 , 2019 Order 5090.5 FAA Order 5190.6, Airport Compliance Manual , regarding the airport sponsor’s federal obligations.

3.5.3.4 The proposed airport sponsor may need to provide additional information on request.

3.5.4 How does t he FAA evaluate NPIAS entry requests?

3.5.4.1 The FAA reviews the information at the ADO, regional, and headquarters levels. It assesses the information submitted and considers the type of airport and the factors listed in Table 3 - 3 and Table 3 - 4 using the established screening requirements to determine the airports that best serve the national interest. APP - 400 leads the headquarter review, coordinating it with ACO, AAS, and APP - 52 0. This may be a lengthy process.

3.5.4.2 The ADO and regional office evaluate the written request from the proposed airport sponsor . If the submission has merit and the ADO and regional office support the inclusion of the facility in the NPIAS, the package is sen t to APP - 400 for headquarters review and coordination.

 APP - 400 reviews the entry request, and asks for additional clarification from the ADO and regional office, if needed. If acceptable, APP - 400 coordinates with appropriate ARP offices before submitting t he request to APP - 1 for final review and approval. If the submission is not acceptable, APP - 400 provides a written explanation.

 APP - 1 reviews and approves/disapproves the request. The ADO or regional office notifies the proposed airport sponsor of the deci sion.

Only the FAA can approve an airport’s inclusion in the federal plan.

 After 5 years of inactivity, the FAA will revalidate the continued need for the new airport (planning placeholder) in the national plan.

3.6 What are the criteria for withdrawal from t he NPIAS?

3.6.1 What if an airport no longer wants to be in the NPIAS?

3.6.1.1 Requesting r emoval from the NPIAS.

A nonprimary airport that is in the current published National Plan of Integrated Airport Systems (NPIAS) may request removal from the NPIAS .

T he airport sp onsor may initiate a request for the airport to be removed from the NPIAS . The airport sponsor must coordinate with the state aeronautical agency and the ADO. The FAA’s ADO and Region will coordinate with the Office of Airport Planning and Programming (APP ) to perform an accurate and credible assessment of an airport prior to concurring it should be removed from the NPIAS .

3 - 13 September 3 , 2019 Order 5090.5 3.6.1.1.1 Airport s ponsor r esponsibilities .

The airport sponsor requesting removal from the NPIAS must provide the following documentation to the ADO in one complete package .

1. Written statement on Facts and Circumstance - the written statement, supported by facts and documentation, should describe the circumstances that justify the request to remove the airport from the NPIAS. The written statement should include:  A w ritten request for removal signed by the authorized representative of the airport sponsor.

 The reason for the removal request, including the facts and circumstances that justify the request.

 The present condition and present use of any p roperty or facilities.

 Statement from at least one individual from the requesting airport sponsor certifying that the airport is not currently subject to f ederal obligations.

 A description of how the sponsor acquired or obtained the property.

 A descri ption of any notations on additional land holdings and land use.

2. An airport with f ederal obligations seeking removal from the NPIAS must submit the documentation identified above in Item 1, in addition to the following information:  List of all AIP funded grant s (from FAA, state, etc.).

 Current and active obligations.

 S tatement justifying removal from NPIAS.

 Statement explaining plans for compliance with ongoing f ederal obligations.

3. Assessment of the Written Statement from State Aviation Authority - For classifi ed airports, the State Aviation Authority may provide a In this process, the FAA Airports District Office (ADO) assigned to oversee the airport subject to the removal request will be the designated as the local oversight office. In cases where the airport is located in a block grant state, the airport may coordinate with the state aeronautical agency as well. However, the FAA ADO with oversight over the applicable state’s block grant program will be the design at ed local oversight office and the airport must ultimately submit its request for NPIAS removal directly to the FAA .

However, if the airport is federally obligated and wishes to be released from those obligations, then there is a separate process prescribed by the Office of Airport Compliance (ACO). See relevant section(s) of the cur rent version of FAA Order 5190.6, Airport Compliance Manual .

3 - 14 September 3 , 2019 Order 5090.5 statement supporting the removal of the airport from the NPIAS and indicating how the airport will be reflected in the next update of the state aviation system plan.

3.6.1.1.2 FAA r ole .

The FAA will review the airport sponsor’s claim that there are no federal obligations. It will also supplement the airport sponsor’s package with the following information: 1. General airport information and proximity to other airports - The FAA will identify all public - use airports within a 30 - mile radius of the airport seeking removal (regardless of state borders) and will compile specific information on each airport:  Airport name and sponsor.

 Current NPIAS airport. (Yes/No)  Driving Distance (miles) to airport requesting removal.

 N onprimary Airport Role (per most recent two published NPIAS reports).

 Physical infrastructure (runways and meet design standards).

 Summary of activity levels including based aircraft, operations, and community service provided.

2. T he airport’s current and hi storical role in the system .

 An unclassified airport requesting removal must meet the following criteria: o Must have been identified by the FAA as Unclassified for a minimum of four consecutive years (last two NPIAS Reports).

o Does not support a critical fu nction in the national airport system.

 A classified airport requesting removal must meet all of the following criteria.

o Must have had declining aeronautical activity at the airport over the last 10 years and is now classified as Local or Basic.

o Does not su pport a critical function in the national airport system.

o Does not serve an irreplaceable role in the NAS and NPIAS.

To demonstrate the airport is replaceable and its services and facilities are replicable, the airport must submit supporting documentation.

3 - 15 September 3 , 2019 Order 5090.5 3.6.1.1.3 Review p rocess .

 The ADO, regional, and headquarters (APP) offices will conduct a thorough review of the information submitted and will assess whether the airport is a viable candidate for removal from the NPIAS. The assessment will include relevant input from the appropriate Regional Directorate and the Office of Airports, Airport Safety and Standards Directorate, to assure necessary safety measures are included.

 The review team will provide its assessment to the Director of the Office of Airports, Airport Planning and Programming Division (APP - 1). The assessment will include a recommendation based on whether the proposed removal from the NPIAS can be accomplished, if there are any safety implications, and what the impact will be on the remaining system of airports (for example, whether the system can absorb the removal without undue stress).

3.6.1.1.4 APP planning determination for rem oval from NPIAS .

 The Final APP Determination will depend on the role of the airport and proposed future use, which may include conditi onal approvals. The FAA generally will not consider removal of a NPIAS airport that serves a unique role (e.g., serving a remote area or supporting critical functions) , especially if there is no comparable alternative within its vicinity or if the airport is classified as either a National or Regional airport in the current published NPIAS report.

 An airport sponsor will be notified of the APP Determination by the Director of the Office of Airport Planning and Programming. If the FAA determines that the req uest is contrary to the public interest and therefore the agency cannot grant the request, APP - 1 through the FAA’s ADO or regional airports division will advise the airport sponsor in writing of the denial.

3.6.2 What if a NPIAS airport wants to close?

3.6.2.1 Federally o bligated a irports .

Federally obligated airports are those that have accepted federal assistance, either in the form of grants or property. Each type of obligation carries specific requirements. An airport may be o bligated in more than one way. To request closing a federally obligated airport (this includes an airport that is being replaced, see Section 3. 3 . 5 ), airport sponsors must follow the requirements contained in the current version of FAA Order 5190.6 , Airport Compliance Manual , and any applicable Compliance Guidance Letters.

3.6.2.2 Non - federally o bligated NPIAS a irports .

3.6.2.2.1 If a NPIAS airport is not federally obligated and wishes to close, airport sponsors must provid e a written request (after coordination with the 3 - 16 September 3 , 2019 Order 5090.5 designated state aeronautical agency) to the appropriate ADO or region for review and coordination. The request must provide information listed in Section 3. 6 .1.1.1(1), including the justification for closur e, the anticipated impact on local, state, and national aeronautical activity, and the disposition of current users (i.e., the options that aeronautical users wou ld have following the closure).

3.6.2.2.2 This process is necessary because even though the airport is n ot obligated, the FAA would still need to make an informed determination regarding the airport’s role in the national air transportation system ( consistent with 49 U.S.C. §47103(a)) .

3.6.2.2.3 Each request will be reviewed on a case - by - case basis. The FAA will revie w the information at the ADO, regional, and headquarter s level s .

3.6.2.2.4 Once the FAA has made a determination, the remaining steps are :  The airp ort owner must submit a written request to the ADO along with FAA Form 7480 - 1, Notice for Construction, Alteration and Deactivation of Airports, at least 90 days before deactivation so that the FAA may complete its review of the proposed closure. Form 7480 - 1 is accessible from Airports Forms page of the FAA website.

 The FAA must publish a Notice of Permanent Closure in the Federal Re gister (in accordance with 49 U . S . C . 46319(b)) and provide the date of official closure.

3.7 Are commercial space transportation f acil ities eligible for NPIAS inclusion ?

3.7.1 Curr ently, there is no functional requirement to co - locate public - use airports and comme rcial space launch facilities. Sponsors proposing commercial space launch facilities on or adjacent to a public - use airport should contact APP - 400 for guidance .

 A public - ow ned airport that is co - located with a commercial space transportation facility may be considered for inclusion in the NPIAS if the non - launch related aeronautical activity levels meet the NPIAS entry criteria outlined in this chapter.

 Facilities that are n ot co - located with a public - owned airport and only support spacecraft launch and recovery are not eligible to be in the NPIAS.

3.7.2 For information on the licenses required to operate a commercial space launch site , see 14 C . F . R . Part 420, Chapter III – Commerc ial Space Transportation, Federal Aviation Administration, Department of Transportation. (Legislation - Commercial Space Launch Act, 51 U.S.C. Ch. 509, §§ 50901 - 23 (2011) ).

3 - 17 September 3 , 2019 Order 5090.5 Page Intentionally Blank 3 - 1 8

September 3 , 2019 Order 5090.5 CHAPTER 4. HOW IS THE NPIAS PLA NNED?

4.1 Planning.

4.1.1 What is the FAA’s planning process for eligible airport development ?

Identifying the development n eeded to maintain the national airport system is derived from locally prepared airport master plans, state system plans, and capital improvement plans (CIPs). Each of these types of plans is discussed in this chapter. These planning documents consider all significant aviation requirements along with the current use, condition, and forecast activity of each airport.

4.1.1.1 Responsibilities.

 FAA field offices review the locally prepared planning documents, which follow a standard format specified in advisory circula rs.

 The FAA collaborates with airports to enter their eligible development needs for the next 10 years into the NPIAS.

 The FAA reviews the projects identified in the NPIAS to prioritize and allocate AIP funding for development and track PFC funding. This p rocess is described in Sections 4.1.8 , 5.3 , 5.4 , 5. 6 , and 5. 7 .

4.1.2 Who needs to plan?

The following sponsors, agencies, and other entities should incorporate planning into their development process.

4.1.2.1 Airport sponsors.

Airport sponsors must have the legal author ity and financial capacity to meet all f ederal requirements necessary to initiate an AIP funded project.

4.1.2.2 Local and regional planning agencies.

These are entities usually authorized by state or local laws to engage in metropolitan area airport system planni ng. They include Metropolitan Planning Organizations (MPOs), Councils of Government, and Regional Planning Commissions.

4.1.2.3 States.

4.1.2.3.1 A state’s airport system plan can determine how funding is prioritized ; provide information to make aviation planning and develo pment decisions consistent with its state goals and objectives ; and provide overall policy guidance and direction to individual airports, MPOs, and multi - state planning efforts. States can also provide the FAA with recommendations and supporting justificat ion for inclusion of airports and projects in the NPIAS, address special studies on pertinent air port related issues , and support a continuing airport planning process. States vary in the level of airport planning, development , and regulation that they und ertake. States with less 4 - 1 September 3 , 2019 Order 5090.5 involvement in their airports may have basic system plans, identifying airport roles, defining broad recomme ndations of project development , and providing justification and priorities for state funding.

4.1.2.3.2 States participating in the State Block Grant Program (49 U.S.C. § 47128) receive block grants through the FAA for airport master planning and development projects at eligible nonprimary airports in the state. The state then becomes the State Block Grant Sponsor.

4.1.2.4 State aviation autho rities .

State aviation authorities, state transportation agencies, or entities, as applicable, may also serve as the sponsor for one or more airports in the state for development and planning projects. Within the NPIAS, the work sponsored by the state is c ategorized by the airport, similar to that of non - block grant states.

4.1.2.5 Public agencies.

A public agency can be a state or a political subdivision of a state, a tax - supported organization, or an Indian tribe or pueblo.

4.1.2.6 Public agencies not controlling airport s.

Public agencies (cities, counties, authorities , or other entities) that do not currently control an airport, but are in the planning stages of acquiring or constructing a public - use airport , are recognized under AIP. They may not yet qualify, however, t o be a sponsor for development purposes.

4.1.2.7 Co - s ponsors .

The FAA has determined that public agencies, either independently or jointly, meet the sponsorship requirements. When public agencies act as co - sponsors to propose a project or CIP, the ADO agrees to th e co - sponsorship by issuing the grant. Each of the co - sponsors is individually bound to the terms and conditions of the grant agreement unless their respective rights and obligations with respect to an approved AIP project are otherwise set forth in a writ ten agreement. The AIP Handbook provides specific details on how to establish the agreement between co - sponsors.

4.1.2.8 Airports in the Airport Investment Partnership Program.

The sponsor of a NPIAS airport accepted into the Airport Investment and Partnership Program, formerly known as the Airport Privatization Pilot Program, under 49 U.S.C. 47134, whether the airport is fully or partially privatized under this section, is eligible for AIP grants. Accordingly, as required by statute (49 U.S.C. 47103), these airport sponsors should include planning for eligible airport development projects in their annual NPIAS planning processes.

4 - 2 September 3 , 2019 Order 5090.5 4.1.3 Why do airports need to plan?

4.1.3.1 To support more effective devel opment.

Airports in the NPIAS, no matter the size or role, need to plan. When done successfully, planning leads to more effective development, reduced costs, more streamlined environmental and permitting processes, and the flexibility to refine plans when conditions change. Planning should support the objective of developing an efficient system of airports for meeting current and forecast needs, consistent with local, state, and national goals.

4.1.3.2 Airport sponsors should complete these planning tasks as “best practices” :  Develop a long - term plan for the airport, outline a process to implement that plan, and identify potential funding for the development.

 Identify and develop strategies to meet current and future airport development needs. This development shoul d prepare the airport to meet forecast demand safely and efficiently.

 Define development goals that are realistic and attainable, with due consideration of economic and environmental sustainability.

Development goals should include activity - level trigger p oints for future planning, consistent with Table 4 - 3 and Table 4 - 4 . (Also , see the discussion of activity - level triggers in Section 4.3.5 .)

 Anticipate and prepare the airport for future challenges. Current planning, for example, often considers the transit ion to satellite - based navigation systems and other equipment, procedures, and facilities to implement NextGen. Planning should also try to anticipate technical advances that will improve terminal functionality, change facility design, or accommodate new t ypes of aircraft and new entrants to the national air transportation system.

 Identify and resolve potential development issues to confirm the need for projects and programs. The planning process should collect sufficient data on existing conditions and for ecast needs to justify moving forward with development. Plans should provide for continued data collection to justify projects when they are identified in the ACIP.

 Develop a CIP of eligible projects to be included within the NPIAS for potential considerat ion in the ACIP and possible request for PFC funding.

4.1.4 What is the CIP’s role?

Airport sponsors, planning agencies, and states use planning data to develop CIPs, which capture their airport’s long - , medium - and short - term development needs, estimated costs, and projected years of implementation. They serve as the basis for discussions with the FAA about f ederal funding needs.

4 - 3 September 3 , 2019 Order 5090.5 Airport sponsors and states work with the FAA to develop their CIPs for inclusion in the database . PFC projects, which are part of an airport sponsor’s CIP, may also be included in the database , although not necessarily in the ACIP. ( Section 2.5.3 discusses the conditions for inclusion of PFC projects.)

4.1.5 What other activities, components, or criteria should effective planning consider?

4.1.5.1 In tergovernmental coordination.

As airport development often coincides with other development projects and government sponsors, the planning process should be continuing, cooperative, and comprehensive (49 U.S.C. § 47101(g)(1)). This “3 - C” planning process i s also used by Metropolitan Planning Organizations (MPOs) and other agencies for planning surface transportation programs. Airport plans and program s should be developed in coordination with other transportation planning and foster effective coordination b etween aviation planning and metropolitan planning (49 U.S.C. § 47101(g)). Airport capital develop planning partners in clude state aviation agencies, state transportation agencies , or other entities; airport management; 49 C.F.R., Part 1542 (Airp ort Securi ty) regulatory agents; Part 139 (Ai rport Certification) inspectors; and metropolitan planning agencies, as applicable to the airport and region.

4.1.5.2 Anticipated technologies and trends that will affect the airport.

In anticipation of satellite - based navigation systems and other technological developments in aeronautics, plans should be flexible. Policies, procedures, budgets, authorizations, and organizational arrangements may be expected to change during the transition to the Next Generation air traffic contro l system.

The plans must also be consistent with the current National Airspace System arch itecture (49 U.S.C. § 47101(f)).

4.1.5.3 Intermodal planning activities to efficiently connect different forms of transportation.

In accordance with 49 U.S.C. § 47101(g)(2) a nd the Clean Air Act Amendments of 1990 , a irports are encouraged to become involved in system planning. Federal Highway Administration funds are directed through the MPO. Federally funded airport access projects, therefore, should be coordinated with the M PO and listed in its transportation improvement program under 23 C.F.R. § 450.318 to promote seamless airport intermodal transfers. The FAA encourages airports to complete planning projects that are consistent with MPO system forecasts, ground access and a ir quality studies, and land use planning.

4.1.5.4 Stakeholder coordination.

Successful planning engages airlines, other airport tenants, airport users, and the community in planning activities that may have an effect on their operations and environment. The FAA e ncourages active outreach efforts with both users and the public during the planning process (49 U.S.C. §§ 47105 and 47106).

4 - 4 September 3 , 2019 Order 5090.5 4.1.6 When do airports need to coordinate with the FAA?

4.1.6.1 Airport sponsors should proactively plan development projects. At a minimum, the airport sponsor should submit its CIP to the FAA annually.

Depending on the complexity and coordination required, airport sponsors may need to provide project information to the FAA on a regular basis as planning continues or when circumstances change.

4.1.6.2 S ee Appendix C for timing and responsibilities of airport development planning actions. The development becomes part of the NPIAS if the FAA agrees with the eligibility and justification for the project(s) within the next five - year timeframe.

4.1.7 What federally funded planning documents and other sources are used to identify AIP - eligible airport development to be included in the NPIAS?

Planning documents are useful in identifying eligible airport development needed on or around the airport and in justify ing the projects in the CIP. Depending on the type and magnitude of the project, planning documents could consist of acceptable adequate documentation (such as a pre - application for funding and project narrative) result ing from a collaborative planning effort. The planning documents, activities, and actions listed in this section provide detail to the FAA, local government and agencies, tenant airlines, and other stakeholders to define development programs and projects w hich are then captured in the NPIAS.

4.1.7.1 Airport Master Plans.

Airport master plans are comprehensive studies that define the sponsor’s strategy for developing the airport, generally over a 20 - year period. (These are defined in FAA Advisory Circular 150/5070 - 6 , Airport Master Plans. ) Master plans should document the overall development need, justify the proposed development, establish a realistic implementation schedule, provide sufficient project definition and detail to support cost estimates and environmenta l evaluations, propose an achievable financial plan, and establish a framework for continuing planning. The proposed development plan should satisfy local, state, and federal regulations. Along with a long - term vision for the airport, a master plan include s a forecast of aviation activity (including critical aircraft determinations), an Airport Layout Plan drawing set depicting existing features and proposed development, a near - term CIP, and Exhibit A (airport property map). The FAA enters key information f rom Airport CIPs into the SOAR database.

4.1.7.1.1 Aviation Activity Forecasts .

 Aviation activity forecasts provide the basis for justifying the planning and proposed development identified in the airport sponsor’s CIP.

Aviation activity forecasts are typically prep ared as part of a master plan project, but forecasts may also be updated independently as the first step in assessing the changes in activity on an airport’s needs. Forecasts 4 - 5 September 3 , 2019 Order 5090.5 should be realistic, based on the most recent data available, and reflect the cur rent and anticipated future conditions at the airport.

 Table 4 - 1 identifies alternative methods for estimating total aircraft operations for airports that do not have an airport traffic control tower (ATCT) or othe r mea ns to track aviation activity. See AC 150 - 5000 - 17, Critical Aircraft and Regular Use Determination , for additional information on acceptable methods for documenting existing activity.

Table 4 - 1 Alternativ e Methods for Estimating Aircraft Operations Method Description Completed Instrument Flight Rules (IFR) flight plan data is available for most airports, either towered or non - towered, from the FAA’s Aviation System Performance Metrics web site. IFR counts of jet and turboprop operations, once normalized, are considered Traffic Flow Management System representative of the total operations of these aircraft Counts (TFMSC) characteristics, which nearly alw ays operate on IFR flight plans . This is useful for critical aircraft determinations, since jets and turboprops can often be the most demanding aircraft types operating at a general aviation airport.

Data for an airport or commerci ally operated flight Flight Tracking Systems tracking system Aircraft landing fee reports, fuel sale records, aircraft operator logs, etc., if developed with a reliable and Airport or aircraft operator reports consistent methodology for data collection. To be useful, the logs w ould need to record the aircraft make and model.

ACRP Report 129: Evaluating See ACRP Report 129 for additional inf ormation about Methods for Counting Aircraft this method.

Operations at Non - Towered Airports For basic general aviation airports, 250 annual Based Aircraft Multiplier operations per validated based aircraft .

(This method should only be used to For local general aviation airports, 350 annual estimate the number of annual operations per validated based aircraft .

operations once all other sources identified above have been Estimates should be in line with TAF (see section reviewed. The multiplier cannot be 4.1.7.1.1 ) used in determining critical aircraft. ) See based aircr aft definition in Appendix A.

 The FAA ADO or regional office approves aviation activity forecasts (including the critical aircraft determination). Aviation activity forecasts 4 - 6 September 3 , 2019 Order 5090.5 supplied by the airport sponsor should be consistent with the FAA’s Terminal Ar ea Forecast (TAF) for the facility, as defined in current APP - 400 guidance on forecast review and approval process. A link to this guidance and other information on forecasting aviation activity is on the Airport Planning and Capacity page of the FAA’s website. If the forecast is not consistent with the TAF, the ADO should consult with APP - 400 .

4.1.7.2 System p lans .

As summarized from AC 150/5070 - 7, Airport System Planning Process, states, regional or l ocal planning agencies, or airport sponsors develop system plans . They define needs and coordinate plans for a group of airports within a given geographic area, recognizing each airport’s roles within the area. The system plan provides an agency the abilit y to look at the system of airports to gauge interactions, interdependencies, conflicts , or competition , as well as individual airport contributions and needs. System plans generally include near - term CIP recommendations that can be incorporated into the N PIAS.

New airports proposed in system plans need to be based on demonstrable existing or forecast unmet demand.

4.1.7.3 Stand - alone pla ns.

These types of plans focus on a particular issue or problem that an airport sponsor wants to solve or explore in more detail. Examples of stand - alone plans include Terminal Area Master Plans, program or project definition plans, and airfield geometry studies such as Runway Safety Action Team (RSAT) studies or Runway Incursion Mitigation (RIM) studies. These may result in additio ns to, refinements of, and reprioritization of elements within airport CIPs that can be incorporated into the NPIAS.

4.1.7.4 Inspections, a ssessments , and m eetings .

These activities may identify issues, recommend solutions, or identify broader issues that may requ ire projects to improve airport safety, increase access, or abate noise concerns. These may result in changes to the airport CIP. Here are a few examples of these activities:  Runway Safety Action Team recommendations  Part 139, state, and airport safety ins pections  Wildlife Hazard Assessments  Annual or ad - hoc meetings with sponsors or public agencies  Pavement Maintenance Management Plans  PFC Application Consultations 4.1.7.5 Input from other federal ag encies.

Agencies such as the Transportation Security Administrati on, Customs and Border Protection, U.S. Army Corps of Engineers, the Federal Highway 4 - 7 September 3 , 2019 Order 5090.5 Administration, and Federal Transit Administration may be involved in related studies and be able to help an airport sponsor identify needs — such as upgrading infrastructur e or anticipating mitigation requirements for environmental approval of a development project. These may result in changes to the airport CIP for AIP - eligible projects related to aviation use of the airport to be incorporated into the NPIAS. Projects that solely benefit another federal agency’s mission are prohibited from being funded under AIP.

4.1.7.6 Legislative m andates .

Mandates that address local or national concerns often inform CIPs. The enhanced security measures that followed the events of September 11, 2 001, for example, resulted in airport sponsors adding new security projects to their CIPs.

4.1.7.7 Unforeseen e vents .

Natural disasters such as earthquakes or flooding, or events such as premature pavement failure, may require near - term remedial projects and highl ight other mid - or long - term projects to prevent damage from future events. These may result in changes to the airport CIP that can be incorporated into the NPIAS.

AIP funds, however, cannot be used for disaster recovery without c ongressional a uthorization . They may be available for long - term preventive or protective measures. See the current version of the AIP Handbook .

4.1.8 What is the FAA’s involvement in the airport’s annual CIP submittals ?

4.1.8.1 Meetin g with airport sponsors.

Before submitting their annual plans for final consideration, airport sponsors should meet and discuss them with the FAA ADO or regional office, or meet with state aviation officials if the airport is in a block grant state. An ope n discussion about the projects and types of funding desired by the airport sponsor provides the FAA or state planners with insight into the airport ’ s goals, objectives, and activity.

4.1.8.2 Reviewing project data to ensure it meets requirements.

The FAA reviews an airport sponsor’s CIPs to verify it meets the criteria for inclusion in the NPIAS.

4.1.9 Implementation timeframes .

AC 150/5070 - 6, Airport Master Plans, defines three timeframes for capital planning that are generally associated with airport master planning a nd development programs, as described below. The NPIAS contains airport development needed within the next 20 years.

4.1.9.1 Long t erm (11 + years ) .

With more conceptual and less specific cost estimates and design details than near - and mid - term projects, long - ter m planning assumptions also tend to be re - evaluated more often as conditions change. This may involve new planning and studies before projects are implemented.

4 - 8 September 3 , 2019 Order 5090.5 4.1.9.2 Medium term (6 – 10 years).

Although planning for this timeframe is typically not defined in the same detail as near - term projects, it is important to identify long lead - time items as specific as possible. These are needed to complete permits or documents that are required before construction can begin, for example, facility or programming definition reports and environmental studies.

4.1.9.3 Near t erm (1 – 5 years).

4.1.9.3.1 Planning for this timeframe has the highest level of detail in terms of project definition, cost, timing of implementation, and financial planning. Project justification, reasonableness, and elig ibility must meet the requirements defined in the AIP Handbook .

4.1.9.3.2 The published NPIAS report identifies near - term development. ACIP further refines the projects in the 1 - to 3 - year timeframe.

4.2 What are the requirements for projects to be included in the NPIAS?

To be included in the NPIAS, a project must meet the following criteria, as depicted in Table 4 - 2 .

 Be eligible. A project is eligible for federal funding if it meets the criteria defined in th e current AIP Handbook , which provides eligibility criteria for all types of projects. Eligibility is derived from statute.

 Have sponsorship. A sponsor that is eligible and able to assume the re sponsibilities defined in the grant must be proposing the project.

 Have appropr iate project timing, which is justified by airport planning, operational requirements, and design standards.

4.2.1 Near - term projects requirements .

 Provide justification for f ederal p articipation. A project is justified when it (1) advances an AIP policy, (2) addresses an actual airport need within the next five years, and (3) has an appropriate scope of work. The FAA normally determines if a project is justified, based on existing or forecast activity levels.

 Meet other regulatory requirements and FAA objectives (National Environmental Policy Act (NEPA), Aeronautical Study, etc.).

4 - 9 September 3 , 2019 Order 5090.5 4.2.2 Similar, but distinct, requirements apply to projects funded under the PFC and AIP programs . For example, some terminal building projects such as constructing new baggage make - up areas are eligible for PFC but not AIP funds. See the requirements listed in FAA Order 5500.1 on the PFC Program page of the FAA’s web site.

4.2.3 Near - term projects are published in the NPIAS Report.

4.2.4 Sponsors submit CIPs .

Sponsors submit their CIPs for review to the FAA or state (if a block grant) as part of the master planning process or ongoing planning. CIPs are also reviewed and amended du ring annual CIP meetings with the FAA and/or state.

Table 4 - 2 Project Planning Timeframes Used for NPIAS, ACIP, and AIP NPIAS Projects must meet these Long Medium Near ACIP AIP Term Term Term criteria (Current (1 - 3 (11+ (6 - 10 (1 - 5 FY ) years ) years) years) years) Eligible to be funded under AIP X X X X X Reasonable development for the airport to accomplish, with all pertinent preliminary activities N/A N/A X X X (land acquisition, environmental analysis, Benefit - Cos t Analysis, permitting, etc.)

Justified by current use, N/A N/A X X X forecasts, or design standards Funding available N/A N/A N/A N/A X 4.3 What is typical infrastructure for NPIAS airports?

4.3.1 Basic elements .

Typical airport infrastructure comp rises basic elements common to airports in the national system and typical for airports in the NPIAS. The infrastructure required for an airport is affected by the type of activity and, to a lesser extent, the amount of activity the airport serves. Evaluat ing these basic elements helps the FAA and airport sponsors identify and plan for airport needs.

4 - 10 September 3 , 2019 Order 5090.5 4.3.2 Consistent with FAA Advisory Circulars and Orders .

When considering development projects for their airport, sponsors should consult the FAA Advisory Circulars and Orders that govern the propose d infrastructure improvements. Links to key documents can be found in Appendix D .

4.3.3 Consistent with governing codes and regulations .

Table 1 - 3 lists code s and regulations that are pertinent to air ports and airport development. Citations are als o noted throughout this order.

4.3.4 Typical airport infrastructure .

4.3.4.1 Table 4 - 3 describes typical airport infrastructure that may be found at the majority of airports in the NPIAS . The terms essential, desirable, and useful that are used to describe the infrastructure characteristics have these special meanings:  Essential – means an infrastructure element that is necessary for the ai rport to function and perform as intended.

 Desirable – means an infrastructure element that is recommended to enhance airport functionality.

 Useful – means an infrastructure element that is beneficial to the overall performance of the airport.

4.3.4.2 Including th ese infrastructure elements in an airport’s development plan does not guarantee their eligibility — or indicate they have met the justification requirements — for federal funding.

4 - 11 September 3 , 2019 Order 5090.5 Table 4 - 3 Typical Airport Infra structure for NPIAS Airports Note: Including the infrastructure elements in this table in an airport’s development plan does not guarantee their eligibility – or indicate that they have met the justification requirements – for federal funding.

Infrastructu re Infrastructure Characteristic References (Latest Version ) Element Essential to own all land for airfield Airport Improvement Program Grant Assurance #4 , Good Title ; development, terminal building area, runway Airport Improvement Program Grant Assurance #21 , Compatible safety areas, runway protection zones, object Land Use ; free areas, obstacle free zones, runway Airport Land visi bility zones, and approach aids. Advisory Circular 150/5300 - 13, Airport Design Desirable for the airport to control land use out 14 CFR Part 150; to the 65 Decibel Day Night Average Sound Airport Improvement Program Grant Assurance #21, Compatible Level (DNL) boundary. Land Use Essential to have a primary runway with clear Advisory Circular 150/5300 - 13, Airport Design ; approaches, runway safety areas, runwa y Primary Runway Advisory Circular 150/5325 - 4B, Runway Length Requirements for protection zones, object free areas, and Airport Design obstacle free zones.

Desirable if wind coverage on the primary Crosswind Runway Advisory Circular 150/5300 - 13, Airport Design runway is less than 95%.

Type of lighting for runway and taxiway is Lighting and justified by the runway usage and type of Advisory Circular 150/5340 - 30, Design and Installation Details for Rotating Beacon approach. Reflectors may be adequate Airport Visual Aids depending on the runway usage.

Desirable for efficiency and improved Advisory Circular 150/5300 - 13, Airport Design Full Parallel instrument approach procedure minimums.

Taxiway May be essential depending on the type of airport and/or aircraft operations .

4 - 12 September 3 , 2019 Order 5090.5 Infrastructu re Infrastructure Characteristic References (Latest Version ) Element 49 USC § 47101(f); Visual Glide Slope Order 5100.38, AIP Handbook, Appendix K; Desirable for all runways.

Indicator (VGSI) Advisory Circular 150/5340 - 30, Design and Installation Details for Airport Visual Ai ds 49 USC § 47101(f) ; Runway End Desirable for lighted runways unless an Order 5100.38, AIP Handbook, Appendix K; Identification Approach Light System is present.

Lights (REIL) Advisory Circular 150/5340 - 30, Design and Installation Details for Airport Vis ual Aids 49 USC § 47101(f) ; 14 CFR Part 139, Paragraph 139.311 ; Essential for all runways to support the Runway Markings applicable approach type.

Order 5100.38, AIP Handbook; Appendix J ; Advisory Circular 150/5340 - 1, Standards for Airport Markings Essential to have signage to support the 49 USC § 47101(f); Title 14 Part 139, Paragraph 139.311; applicable approach type. Reflective signage Signa ge Order 5100.38, AIP Handbook; Appendix J ; may be suitable unless lighted signage needed to support an approach.

Advisory Circular 150/5340 - 18, Standards for Airport Sign Systems Size to accommodate transient activity and Order 5100.38, AIP Handbook; Appendix I ; Apron local parking with adequate space for Advisory Circular 150/5300 - 13, Airport Design circulation of the aircraft.

Runway Treatment 49 USC § 47101(f) ; As necessary to support based and transient (Grooving/Friction jet traffic.

Advisory Circular 150/5300 - 13, Airport Design Course) 49 USC § 47101(f); Instrument To maximize airport utility, IAPs w ith the best Approach approach minima possible are desirable for all Order 8260.3, U .S. Standard for Terminal Instrument Procedures ; Procedures (IAP): runway ends Advisory Circular 150/5300 - 13, Airport Design 4 - 13 September 3 , 2019 Order 5090.5 Infrastructu re Infrastructure Characteristic References (Latest Version ) Element Both are essential for commercial operations. 49 USC § 47101(f); 14 CFR Part 139 ; Segmented circle is essential if nonstandard Advisory Circular 150/5340 - 5, Segmented Circle Ai rport Marker Wind Cone and traffic pattern exists. A lighted wind cone is System ; Segmented Circle essential if airport is approved for night operations.

Advisory Circular 150/5340 - 30, Design and Installation Details for Airport Visual Aids 49 USC § 47101(a)(8); Obstruction 14 CFR PART 77; 14 CFR Part 139; Lighting and Essential where necessary.

Advisory Circular 70/7460 - 1, Obs truction Marking and Lighting ; Marking Order 5100.38, AIP Handbook ; Appendix D An unfettered means of ingress/egress is 49 USC § 47101(b) ; Access and essential. On - airport service roads are Order 5100.38, AIP Handbook ; Appendix P ; Service Roads desirable for moving airport equipment without using the runway/taxiway system .

Advisory Circular 150/5300 - 13, Airport Design Essential to meet airport security or wildlife mitigation needs.

Essential when necessary for wildlife mitigation 14 CFR Part 139; 49 CFR Part 1542; Perimeter Fencing needs. Desirabl e to meet airport security Order 5100.38, AIP Handbook; Appendix L needs.

Useful to delineate the airport property boundary.

49 USC § 47118(f) ; 24 - hour fuel Desirable at all airports.

service Order 5100.38, AIP Handbook ; Appendices D and T 4 - 14 September 3 , 2019 Order 5090.5 4.3.5 When to begin capacity planning?

4.3.5.1 Activity - level triggers.

The FAA and airports can use activity levels as timing indicators, sometimes called triggers , for planning and implementing projects intended to increase capacity. These activ ity levels, shown in Table 4 - 4 , are approximate thresholds to begin planning and then, if appropriate, start the development.

The justification to begin development does not rely solely on the activity - level trigge rs. Additional considerations include assessing whether the improvement is timely and cost effective, has a clear purpose, and will remedy an operational shortfall.

4.3.5.2 Key metrics in capacity planning.

Key metrics used in capacity planning are shown in Table 4 - 4 . These include: 4.3.5.2.1 Annual Service Volume (ASV) .

This i s a reasonable estimate of an airport’s annual capacity, for the purpose of infrastructure planning. In simpler terms, such as small primary and nonprimary airports, the ASV a ccounts for differences in runway use, aircraft mix, weather conditions, and other factors typically encountered over a year’s time.

 ASV can be calculated from the weighted (annualized) hourly capacities of an airport’s runways (see Hourly Capacity). Alter nately, ASV can be defined by factoring in a specified level of average delay per aircraft operation. Weighting factors cannot be used for calculating ASV for the purposes of this Order. The ASV metric can be of limited value with Large and Medium hub air ports with complex operations. Advisory Circular 150/5060 - 5, Airport Capacity and Delay , provides detailed explanations of these three methods for calculating ASV summarized here: o For general aviation airports without a capacity concern, Chapter 2 in the AC provide estimates of ASV based on airfield configuration and traffic mix. This approach is typically used for order - of - magnitude estimates needed for long - range planning.

o For airports at or above 50 percent of ASV , the more precise formula - calculated me thod in Chapter 3 of the AC should be used that will include hourly capacity by operating configuration .

o For medium or large hub airports, use a delay - derived ASV, typically based on computer simulation modeling that will include hourly capacity by operati ng configuration.

 For the purposes of this Order, the use of the ASV metric is as an initial threshold indicating that the demand - to - capacity ratio warrants consideration of capacity enhancement. By itself, the ASV metric can be of limited value for defin ing the operational benefits of proposed capacity projects. This is particularly true at capacity - constrained 4 - 15 September 3 , 2019 Order 5090.5 airports with complex operations. If the ASV thresholds shown in Table 4 - 4 are achieved, follow - on analyses with more detailed methods and metrics are normally needed to validate the need (or justify) a proposed capacity project.

Table 4 - 4 Activity Levels That May Trigger Capacity Planning and Development Activity Levels to Begin Development Item Remarks Plann ing and Development New runway or Planning: 60% ASV  Parallel runway us ually preferred for extended runway to efficiency.

Development: 80% of ASV increase hourly and within 5 years of activity  Runway length determined by critical capacity (based on a reaching ASV under currently aircraft intended to use the new or specific airfield use approved forecast.

extended runway.

configuration) Runway extension to Planning and Development:  If the critical aircraft changes, an accommodate more Regular use of new critical extension may be necessary.

demanding aircraft air craft, existing or forecast  New critical aircraft must be expected within 5 years, that needs to remain in the fleet for the increased runway length or foreseeable future with regular use at payload capability.

the airport.

Additional exit Planning: 50% of ASV To be considered as a capacity project, taxiways additional exit taxiways will t ypically allow Development: 70% of ASV, or for reductions in Runway Occupancy Time.

within 3 - 5 years of activity reaching ASV under currently approved forecast.

Holding aprons/ by - 75,000 total operations, Consider effect on navigational aids pass taxiway 20,000 itinerant operations, or (NAVAIDs).

30 peak hour operations per Coordinate with ATC and Ra mp Operations runway.

to determine the aircraft positions needed in holding aprons.

Terminal aprons, Planning: 60%+ of available Planning should begin 3 - 5 years before aircraft loading apron space is used routinely aprons are expected to be congested aprons, parking (at least 30 days per year) . during peak periods.

aprons Development: 80%+ of available apro n space is used routinely (at least 30 days per year).

Replacement/ Planning: 60% ASV Timing depends on forecasts, type of supplemental airport, location (metropolitan area), cost, Development: 120% of ASV or airports and other factors.

within 5 - 10 years of ac tivity reaching ASV under currently At the start of planning, the state or airport approved forecast. sponsor should request a new planning placeholder in the NPIAS from APP - 400.

4 - 16 September 3 , 2019 Order 5090.5 Activity Levels to Begin Development Item Remarks Plann ing and Development Additional NAVAIDs Planning: Begin 3 years NAVAIDs can provide rel iable access (visual or electronic) before NAVAID is predicted to during low - visibility conditions, improve be needed to address safety by providing approach guidance, and operational shortfall. improve hourly capacity.

Development: Timing For NAVAID projects that could be AIP determined with approved funded, consult the AIP Handbook .

benefit - cost analysis.

Requests f or non - AIP funded NAVAIDs consult Order 7031.2, Airway Planning Standard Number One – Terminal Air Navigation Facilities an d Air Traffic Control Services .

For the establishment of new precision instrument approaches, Area Navigation (RNAV) is preferred. For this and other procedures, consult the AIP Handbook .

4.3.5.2.2 Hou rly Capacity .

T he aircraft operations that an airport is able to reliably process ( i.e., sustainable throughput) during periods of high demand. Often, airfield capacity is assessed in terms of runway capacity. If gate, apron, taxiway, and airspace constrai nts affect the airfield capacity, however, these conditions should be factored into the analysis. The sustainable hourly capacity is normally less than peak hour throughput.

4.3.5.2.3 Capacity (broadly defined) .

T his Order, the AIP program, and the airport industry often refer to a “capacity project” to express a broader meaning. That is, capacity projects may include those that increase efficiency but not hourly capacity. For example, a runway extension may be needed to support aircraft operations with a larger airc raft and higher payload. The runway extension could increase the range or payload capacity of the aircraft, but it may not increase the hourly capacity of the airport.

4.3.5.2.4 Critical Aircraft .

T he most demanding aircraft type or grouping of aircraft with similar characteristics, that regularly use the airport. To be considered a critical aircraft, this aircraft type must have at least 500 annual operations at the airport including both itinerant operations (landing from or departing to areas outside the region) a nd local operations but excluding touch - and - go operations. (Touch - and - go operations are continuous departures and landings of the same aircraft practiced for flight training.) See AC 150/5000 - 17, Critical Aircraft and Regular Use Determination , for additional information.

4 - 17 September 3 , 2019 Order 5090.5 4.3.5.3 ADO and regional office roles.

The ADO and regional staff can compare results of planning analyses perfo rmed by an airport, review anticipated activity trends, and consult with airport staff to evaluate the proposed timing and need for elements of an airport sponsor’s CIP. This helps prepare FAA staff for discussions with airport sponsors and public agencies about their CIPs.

4.4 How do Airport Sponsors determine the appropriate timeframes for planning projects?

4.4.1 Implementation t iming .

Projects in the airport sponsor’s CIP should be tied to an implementation timeframe and a schedule that identifies the years in wh ich each proje ct is expected to be underway. The three timeframes for capital planning defined in AC 150/5070 - 6, Airport Master Plans – long - term, medium - term and near - term – can be used to generally define timeframes and level of detail needed. (See Secti on 4.1.9 for an e xplanation of each timeframe.) The NPIAS contains airport development needed within the next 20 years.

4.4.2 Phasing of complex p rograms .

Complex programs, such as a runway extension at a large hub airport, typically require work over several ye ars to receive environmental approvals, finalize design, and complete construction before the runway is operational. If the project is to be operational in the medium term, elements of the project, such as environmental analysis, may need to be started in the near - term timeframe, although the bulk of the program and most of its associated costs are anticipated to be completed in the period beyond five years.

4 - 18

September 3 , 2019 Order 5090.5 CHAPTER 5. HOW IS THE ACIP PLAN NED?

5.1 What is the purpose of the ACIP?

The ACIP contains potential projects that are AIP eligible, justified, and capable of being accomplished without unreasonable delay. This section describes the relationship of ACIP projects to those in an airport sponsor’s CIP and the NPIAS.

5.2 What timeframe is planned for in the ACIP?

The ACIP, a s ubset of the NPIAS, is a needs - based and financially constrained plan for funding development over a rolling 3 - year period. It serves as the basis for the distribution of AIP grant funds, and it emphasizes funding the highest priority projects.

The ACIP is not limited to a 3 - year period, but can be planned out as far as practical provided the project information is available. For example, a major airfield expansion program may have projects that would be imp lemented over a ten - year term.

5.3 What is the FAA rev iew process for airport sponsor CIPs?

The FAA reviews airport sponsors’ CIPs to assess whether the projects meet the criteria for inclusion in the ACIP. All projects proposed for AIP funding are required to be included in the ACIP to be considered for fund ing. A project in the ACIP must meet the same 3 - part criteria (described in 4.1.8.2 and Table 4 - 2 ) required for inclusion in the NPIAS and described in the AIP Handbook : 5.3.1 Eligible .

A project is e ligible for federal funding if it meets the criteria defined in the current AIP Handbook , which provides eligibility criteria for all types of projects. Eligibility is derived from statute.

5.3. 2 Justified .

A project must b e justified by current use, forecasts, or design standards .

 Justifies inclusion in the near - term planning timeframe (1 - 5 years) of the NPIAS.

 Advances AIP polic ies defined in statute.

 Demonstrates an aeronautical need.

 Def ines an appr opriate project scope.

 The project’s benefit - cost analysis (if required) results in a ratio of at least 1.0 unless specified otherwise in applicable guidance for the type of project.

5.3.2 Reasonable .

A project must be reasonable for inclusion in the near - term planning time frame (1 - 5 years) of the NPIAS. Reasonableness is derived from statute (49 USC 47110(b)(3)).

 Meets, but does not exceed, the design standards. Except in limited circumstances as outlined in the AIP Handbook . For example, pavement widths should be planned to 5 - 1 September 3 , 2019 Order 5090.5 meet design standards based on the current or the forecast near - term (within the next 5 years) critical aircraft, not on forecasts after this timeframe.

 Meet all other regulatory agency requirements, such as obtaining NEPA approvals or clearances, before issuance of an AIP grant.

 Can be completed without unreasonable delay.

 For AIP eligible projects only: Can complete all pre - grant actions before issuance of the AIP gra nt, such as identification of potential projects, early coordination between the ADO and sponsor, verification that the ALP is current, and review of open grant status, as outlined in the AIP Han dbook .

5.4 How are AIP funds assigned to the ACIP?

5.4.1 APP - 520 establishes AIP entitlement and discretionary planning ceilings for each Region. Planning ceilings are established for each fiscal year in the ACIP (1 to 3 fiscal years in the future) based on the est imated AIP funding levels appropriated by Congress.

Establishing planning ceilings, however, does not constitute a commitment of federal funding.

5.4.2 For ACIP planning purposes, APP - 520 may assume the funding levels remain t he same for each fiscal year. Planni ng ceilings for each funding type then are established using a combination of statute and policy, ba sed on assumed funding levels. Statute (49 U.S.C.

Chapter 471) prescribes the percentage of funds to be used for apportionments (often referred to as “entit lements”), discretionary, and other special programs. Additionally, eligible airport sponsors’ participation in the passenger facility charge program impacts apportionment, which affects other formulas. Finally, factors such as the government’s share and o ther special provisions affect the amounts available for each planning ceiling.

Thereafter, policy set in accordance with statutory and regulatory allowances and/or prohibitions, furthe r define AIP funding decisions.

5.4.3 In addition to the above noted criteria , APP - 520 identifies protected entitlements (referred to as carry over) amounts. The primary and cargo entitlement funds apportioned to large, medium, and small hub airports, and state apportionment funds, are available to airports for grant obligations in the year apportioned and two subsequent years. The primary and cargo entitlement funds apportioned to non - hub airports, and nonprimary entitlement funds will be available to those airports for grant obligations in the year apportioned and three subsequen t years. As noted in Section 5. 5 .1, t he funds set aside for entitlements not used in a fiscal year that the airport sponsor has advised the FAA to “carry over” to the next fiscal year are converted to discretionary. The goal of the AIP is to reduce carry over of entitlements as it impacts discretionary allocations in future fiscal years.

5 - 2 September 3 , 2019 Order 5090.5 5.4.4 APP - 520 applies the criteria in S ection 5. 5 .1 to apportionment (entitlement) planning ceilings and discretionary p lanning ceilings. Section 5. 5 .2 describes the discretion ary planning allocations process. Lastly, the ADOs and ROs, following FAA policies set in accordance with statute and regulations, assign AIP funds to projects within the ACIPs in their respective offices based on the criteria in section 5. 5 .3.

5.5 Planning Ce ilings.

5.5.1 Apportionments (Entitlement) Planning Ceiling .

The ceiling for apportionments (entitlement) planning is based on the last fiscal year’s levels (the entitlement amount authorized in the previous year for each funding category) plus an average of the entitlement amounts carried over from the last 3 fiscal years.

Apportionment (Entitlement) planning ceilings are calculated for each fund type and carryover entitlement amounts for each fund type are considered separately.

5.5.1.1 FY Protected Apportionments (Ent itlements) .

APP - 520 calculates this amount by identifying unused entitlements during the previous fiscal year (these include carry - overs) that had been converted to discretionary and protects th em for the current fiscal year.

5.5.1.2 FY Primary Apportionments (Ent itlements) .

5.5.1.2.1 In accordance with 49 U.S . C. § 47114(c), primary airports including large hub, medium hub, small hub, and nonhub airports are apportioned not less than $650,000 nor more than $22,000,000 each fiscal year. APP - 520 applies two factors when settin g annual apportionment ceilings for primary airports.

First, APP - 520 assigns entitlements for primary airports based on the amount prescribed by statute (49 U.S.C. § 47114) using enplanement data reported for the last full calendar year prec eding the curre nt fiscal year.

For example, FY1 9 apportionments are based on CY1 7 enplanement data because FY1 9 began in October 201 8 . The data is collected by APP - 400 and entered into SOAR.

5.5.1.2.2 Second, APP - 520 uses data provided by APP - 510 on airport sponsors collecting PFC s to calculate the statutorily requirements reductions, also known as PFC giveback or turnback.

For example, in accordance with 49 U . S . C . § 47114(f), the amount of apportionments (entitlement) funds available to large and medium hub airports collecting a P FC are reduced based on the PFC collection level approved for the airport. If the airport is collecting at $3.00 or less, the amount of entitlements is reduced by 50%. If the airport is collecting more than $3.00, the amount of entitlements is reduced by 7 5%. In Hawaii, this calculation is modified based on the perc ent of inter - island passengers.

5 - 3 September 3 , 2019 Order 5090.5 5.5.1.3 FY Cargo Apportionments (Entitlements) .

APP - 520 allocates cargo entitlements to the sponsor of each cargo hub airport having at least 100,000,000 pounds landed wei ght of cargo - only aircraft. This amount is based on each such airport’s proportion of the aggregate landed weight of cargo - only aircraft at all such airports in last full calendar year preceding the current fiscal year.

5.5.1.4 FY Nonprimary Apportionments (Entitl ements) .

The formula for nonprimary entitlements is found at 49 U.S.C. § 47114(d).

Summarily, this section of the statute provides the apportioned amount for nonprimary commercial service airports , reliever airports, and general aviation airports, as well as state and/or planning agencies and other specific state, territory, or identified interest s . APP - 520 applies the percentages found in the statute, based on previous year’s annual AIP funding levels, to prescribe planning ceilings for nonprimary airports, states, and planning agencies.

5.5.2 Discretionary Planning Ceiling .

5.5.2.1 The planning ceilings serve as a n internal guide to manage reasonable expectations for regional discretionary requests. All regions are expected to plan to within ±10% of their respective planning ceilings to ensure an adequate number of projects are ready for funding.

5.5.2.2 APP - 520 formulate s the planning ceiling for the discretionary portion of the ACIP based on a 3 - year timeframe. Each region is provided a discretionary planning ceiling . The discretionary planning ceiling is based on the previous year’s appropriations and the average of th e previous three years carried over (total for all fund types).

5.5.3 AIP Funding Assignment .

5.5.3.1 Regions and ADOs work within the established planning ceilings to assign AIP fund s to projects within the ACIP. This is an internal, deliberative FAA process. AIP funds are assigned based on input from airport sponsors’ CIPs; however, final assignment of funding is done internally by the FAA. Details of planned or anticipated funding assignments cannot be shared outside of ARP unless the disclosure is approved by ARP - 1 .

5.5.3.2 Funds are assigned to projects in the ACIP based on project priority, funding types, and project type. As previously stated, assignment of funds in an ACIP does not guarantee funding. Funding levels may vary based on annual appropriations and projects will compete for discretionary in accordance with published policy.

5 - 4 September 3 , 2019 Order 5090.5 5.6 What is the Annual Airport Capital Development Process?

5.6.1 Review of NPIAS and ACIP project needs .

The NPIAS - ACIP Planning process is an annual process for reviewing the NPIAS and the 3 - year ACIP for development project needs. The process begins with the submittal of the airport sponsor’s CIP and ends in the formulation of the NPIAS Report, National ACIP, and Discretionary Candidate List (DCL). The NPIAS - ACIP Planning process should not prevent an y preliminary planning efforts between the sponsor and the ADO and regional office, including sponsor/FAA meetings, joint planning conferences, a nd review of the sponsor’s CIP.

5.6.2 Initiated by APP - 5 2 0 .

The ACIP review process starts when APP - 520 issues the AC IP Planning Guidance , known in this section as the guidance . The guidance is necessary to address year - to - year variances in the annual appropriations and authorization. The guidance includes this information:  A breakdown of the discretionary planning ceili ngs by region.

 Information related to anticipated set - aside funding categories (for example, noise, capacity, military, and safety and security projects) as established in the authorizing and annual appropriations legislation.

 A schedule for completing reg ional ACIPs.

 Pertinent legislative updates which could affect fiscal planning (i.e., changes to federal share percentages).

 Pertinent policy (i.e. new airports, unclassified airport s, revenue producing projects).

 Use of project flags (discussed in Section 5. 7 .4 ).

 Project work code revisions. (Work codes are assigned based on the project purpose, component, and type, as discussed in Section 5. 7 .3 and Chapter 1 .)

 Discussion of Letter of Intent (LOI) commitments for the 3 - year planning period.

5.6.3 What is analyzed in the ACIP Review Process?

The ACIP review process is comprehensive and ongoing. The ADO, regional office, APP, and AAS participate in a series of reviews to evaluate proposed projects. Thorough review of all capital development needs during this process decreases the probability of issues arising later in the AIP grant programming process and delays in grant offers. The ACIP review process analyzes th ese criteria:  Adherence to the planning ceilings.

 Proper identification of flags on capital projects (inc luding the safety inspector’s certification review and the runway safety action team’s recommendations).

 Proper selection of project work codes.

 Use of entitlement funding on highest priority projects.

5 - 5 September 3 , 2019 Order 5090.5  Review of revenue - producing projects.

 Special Program review, such as for the Military Airport Program and Voluntary Airport Low Emission Program.

5.6.4 Formulating the Regional ACIPs or “Snapshots” .

5.6.4.1 Snapshots, or short progress updates, of the ACIP are taken at various times throughout the ACIP review process to e nsure that all requirements are met. A snapshot provides a record of the projects included in the 3 - year ACIP at a particular point in time. The snapshot is used to review funding assignments to ensure statutory funding restrictions are met. Statutory fund ing restrictions include: (a) use of entitlement funding on higher priority projects (49 U.S.C. § 47120(b)); (b) use of all entitlement funding for all other projects qualifying for funding that have attained a higher national priority rating (NPR) before requesting discretionary funds (49 U.S.C. § 47115(d)(2)(A)); and, (c) funding restrictions based on project type (49 U.S.C. § 47110). The snapshot is also used to ensure adequate capital planning based on anticipated funding levels.

5.6.4.2 The ACIP snapshots a re completed by APP - 520 and stored on internal FAA systems.

5.6.5 What is the Discretionary Candidate List?

The DCL accounts for all AIP projects competing for discretionary funding for the first year of the 3 - year ACIP. The DCL is prioritized based on quantitative and qualitative criteria (discussed in Section 5. 7 ). A project’s inclusion on the DCL does not constitute a commitment of federal funding, particularly because the DCL may include more projects than the available funding anticipated to provide flexibility with project bid variability, projects being canceled, or other unforeseen factors.

5.6.6 Formulating the Discretionary Candidate List .

Once the ACIP review process is complete, APP - 520 compiles snapshots of all regional ACIPs into a national ACIP, which forms the basis for discretionary funding decisions in the immediate fiscal year. All discretionary projects are extracted from the national ACIP to create the DCL. Once the DCL is created, the national priority rating (NPR) threshold is established. For project s that fall below the NPR threshold, regions can provide additional qualitative justification (described in Section 5. 7 .4 below ) to h ave their ratings re - evaluated.

5.6.7 Limitations on d istributing the ACIP and DCL .

The national ACIP and DCL are internal, delib erative FAA documents. The national ACIP and DCL cannot be distributed outside of ARP, in whole or in part, in any form , unless the disclosure is approved by ARP - 1 . Inclusion of a project on the national ACIP or DCL also does not constitute a commitment of federal funding.

5 - 6 September 3 , 2019 Order 5090.5 5.7 How are projects prioritized?

5.7.1 Identifying National Priority Ratings (NPRs) .

5.7.1.1 The ACIP emphasizes using AIP funding on the highest priority projects as required by statute. (49 U . S . C . § 47120 and § 47115(d)(2)) . To determine project priorit ies, the FAA uses a priority system comprising quantitative and qualitative factors.

5.7.1.2 The National Priority System (NPS) equation is used to calculate the National Priority Rating (NPR), a quantitative measure used for ranking project importance based on th e project and airport type. The resulting score, between 1 and 100, is known as the national priority rating (NPR). The NPR score categorizes airport development according to FAA goals and objectives, with higher numerical scores indicating the project is more aligned with FAA goals and objectives. Section 5. 7 .3 and Appendix B provide a detailed explanation of the NPS Equation and how work codes are used.

5.7.1.3 Qualitative factors are assessed through project justifications and flags (discussed in Section 5. 7 .4 ). Qualitative factors do not impact the NPR for a given project but are taken into account in funding decisions.

5.7.1.4 When assessing quantitative factors, individual capital projects within Overall Development Objectives (ODOs) are assigned the same priority. (O DOs and the ODO - Capital Project System are the subjects of Chapter 6.) For example, land acquisition required for a runway extension would receive the same priority of the runway extension ODO.

5.7.1.5 49 U.S.C. § 47120(b) requires the FAA to give “lower priority to discretionary projects submitted by airport sponsors and airports that have used entitlement funds for projects that have a lower priority than the projects for which discretionary funds are being requested.” Airport sponsors are encouraged to use enti tlement funding on the highest priority projects and request discretionary funding for lower priority projects. This ensures that the highest priority national projects are addressed first. In some instances, it is not possible to achieve this, and in thes e situations a justification form is required (as described in T able 5 - 2 ).

5.7.2 Establishing the NPR Threshold .

5.7.2.1 The NPR threshold is based on the projects included in the regional ACIPs and anticipated availability of AIP funds. Upon completion of the national ACIP and the DCL, projects are organized based on their NPR — from highest to lowest. Funding assignments therefore start with the highest priority 5 - 7 September 3 , 2019 Order 5090.5 projects and work towards the lowest. The NPR threshold is set at the point where discretionary fundin g is est imated to be exhausted.

5.7.2.2 Projects that are at or above the NPR threshold can be considered for discretionary funding without additional qualitative justification. Regions may request funding for projects that fall below the NPR threshold but must provide ad ditional qualitative justification (as described in Section 5. 7 .4 ) to support the need for starting the proj ect in the current fiscal year.

5.7.3 Quantitative evaluation of candidate projects using the NPS Equation .

5.7.3.1 The FAA quantifies the priority of a project a ccording to the goals and objectives of the agency. In general, the higher the resulting NPR, the more consistent the project is with FAA goals and objectives. The NPR is calculated using the NPS Equation, which considers the type of airport, the purpose o f the project, the component of the project, and the type of action.

The maximum value of the NPS equation is 100. T he NPS Equation is : NPR = ((4A)+(2C)+(.7P)+(.7T))/4.2 where A is the airport type, defined in Table 3 - 1 and Table 3 - 2 . The airport type code value has a range from 7 (an unclassified general aviation airport) to 20 (for a large hub primary airport).

C is the component code, which identifies the development are a, planning study, or type of equipment that is the project focus. Examples of component codes are runways, taxiways, planning, building, and equipment . The component code value has a range from 1 to 100.

P is the purpose code, which identifies the underly ing objective of the development, planning, or equipment project. These include capacity, safety, rehabilitation, reconstruction, and other projects. The purpose code value has a range from 1 to 100.

T is the type code, which identifies a more specific are a of focus with regards to the component or the type of effort with regards to a study. Examples of type codes include construction, lighting, install, New Plan/Study/Assessment, Update, Snow (snow - related equipment), and 65 – 69 DNL (i.e., abating a speci fic noise impacted area). The type code value has a range from 1 to 100.

5 - 8 September 3 , 2019 Order 5090.5 5.7.3.2 The current listing and assignment of values for A, C, P, and T will be published annually by the FAA as an Addendum to this Order. It can be found on the FAA website on the Orders & Notices page. Appendix B p rovides additional discussion on the evolution of the NPS Equation , as well as a comparison of the previous and initial new values assigned to the codes and the NPR results of those values for typical project s. Appendix E lists the values of A, C, P, and T at the time this Order was published.

5.7.4 Qualitative e valuation .

Quantitative equations alone do not always suffic e for determining a project’s priority.

For this reason, the ACIP process considers other qualitative factors — such as project flags and project justifications — to supplement the NPR score in determining priorities.

5.7.4.1 Project f lags .

These qualitative factors, referred to as project flags, are used to factor in specific circumstances that warrant special priority consideration. Project flags relate to the development project (for instance whether it is part of an ongoing ODO and necessary for it to proceed), th e worksite where the development project is taking place (if it is part of the Military Airport Program, for example), a special program (such as the Runway Incursion Mitigation program), or special emphasis areas. Project flags are for internal use only a nd are applied to projects during the formulation of the regional ACIP. Project flags provide inherent justification . B ecause they identify projects that respond to one or more of these goals, their priority has already been established, and do es not requi re additional written justifications.

5.7.4.2 Justifications.

5.7.4.2.1 Written justifications provide documentation of other factors that could capture or express the priority of a project apart from the NPR. Justifications can document the reasons for funding projects in unique circumstances or for including a project in the ACIP that was not known at the time of formulation of the regional ACIP.

5.7.4.2.2 Justifications are narratives that describe the project, including its purpose and background, provide additional details which could not be captured by a quantitative system, and explain how the project meets FAA goals listed in Table 5 - 1 .

5.7.4.2.3 Table 5 - 2 shows t hree types of occasions when justifications can be used . T he ADO or regional offices provide justifications to APP - 520 for rev iew and approval. Projects which require additional qualitative justification cannot be funded until a justification form has been approved by APP - 520. The justification form can be found on the FAA’s internal fileserver.

5 - 9 September 3 , 2019 Order 5090.5 Table 5 - 1 FAA Goals to be Addressed in Project Justifications FAA Goal Description A project must enhance the safety or security of individuals Safety or Security at the airport. Projects often enhance both.

A project must en hance the capacity of the airport or system System Capacity of airports.

A project that is subject to NEPA or other environmental Environment laws, regulations, or initiatives.

A project that enhances ground or air access to the airport or Access system of airports.

Ta ble 5 - 2 Projects Requiring Justifications Justification Type Purpose of Justification Discretionary Below a. Used for proposed discretionary projects with an NPR below the the NPR Threshold established NPR thres hold. For example, if the NPR threshold is set at 48, all projects with an NPR of 47 and below require justification to be reconsidered for funding.

b. Documents additional details related to the project to justify inclusion in the DCL and receive discretiona ry funding.

c. Explains how the project meets the FAA goals and whether it has support (logistical and financial) from state and local governments.

5 - 10 September 3 , 2019 Order 5090.5 Justification Type Purpose of Justification Entitlement NPR a. Used in situations where a sponsor wants to apply entitlement Below Discretionary funding to a project with a lower NPR than a project funded with NPR discretionary funds. Per 49 U.S.C. § 47120(b), FAA is required to give “lower priority to discretionary projects submitted by airport sponsors and airports that have used entitlement funds for projec ts that have a lower priority than the projects for which discretionary funds are being requested.” b. Explains why entitlement funds are necessary to fund a lower priority project while discretionary funds have been requested for a higher priority project.

c. E xplains why the funding for the lower priority project is required in the current fiscal year and cannot be funded in a later fiscal year.

d. Identifies other projects that may be at risk by not funding the proposed project.

e. Explains how the project enhances the FAA goals, and whether it has support from state and local governments.

f. Exceptions to this justification requirement: 1. Entitlement projects within 5 NPR points (5 points or less) of the highest priority discretionary project.

2. Entitlement projects that a re $100,000 or less.

3. Entitlement projects that include certain project flags as identified by APP - 520 in the annual AIP implementation guidance.

Pop - Up Discretionary Pop - up projects are those that arise (or pop up unexpectedly) after the projects ACIP was developed and could not have been anticipat ed during the planning process.

a. Justifies adding a project that is not currently included on the DCL, explains why it was not included, and provides the rationale why discretionary funding is needed in the curren t fiscal year vs. delaying the project to the next FY.

b. Identifies projects which may be at risk by not adding the proposed project (i.e., funding would need to be diverted from another project on the DCL).

c. Explains how the project enhances the FAA goals an d whether it has support from state and local governments.

Only one justification is required. Therefore, if a pop - up justification is required and the project is below the NPR threshold, the justification for when the Discretionary Below the NPR Threshold is not required.

5 - 11 September 3 , 2019 Order 5090.5 Page Intentionally Blank 5 - 12

September 3 , 2019 Order 5090.5 CHAPTER 6. WHAT IS THE OVERALL DEVELOPMENT OBJECTIV E - CAPITAL PROJECT SYSTEM?

6.1 What is the ODO - Capital Projects system?

6.1.1 What is an ODO?

6.1.1.1 An ODO — an Overall Development Objective — is a means for organizing and managing a major d evelopment initiative , planning study, or procur ement of an equipment need. An ODO establishes an overall goal and purpose, and it provides a system to group together all phases or components — the supporting capital projects — that are necessary for its succe ssful completion. The ODO - Capital Projects system, then, is used for planning all capital needs in the NPIAS and the ACIP.

6.1.1.2 The ODO provides the full picture of a development project, planning study, or equipment purchase, including the estimated capital ne eds. The ODO captures the planned (estimated or actual) development need, regardless of funding source ( AIP, PFC , or other local funding). The FAA summarizes capital needs for all airports and reports them in the published NPIAS Report.

6.1.2 What is the purpose of the Overall Development Objective?

6.1.2.1 An ODO groups together multiple phases or logically related efforts of a main project into a single ODO. This project management approach makes it possible to track the total cost of the development, planning, or equi pment project and to streamline prioritization of all capital projects necessary for the completion of the ODO.

6.1.2.2 The ODO also enables sponsors and the FAA to outline complex development, planning, or equipment projects by identifying major phases or compone nts in individual capital projects within an ODO. Sponsors and the FAA can then separate high - dollar projects into phases and adequately plan for future funding needs. When an NPR is established for the ODO, the same NPR is assigned to each of the capital projects. This allows for streamlined prioritization and a consistent level of consideration for funding throughout the life of the project. The ODO comprises one or more capital projects .

6.1.3 What is a Capital Project?

A capital project usually represents a p hase of work or component necessary to complete the ODO. It defines an action or step for completing a development project as part of an overall planning study, or an element of an equipment acquisition. A capital project typically represents a usable unit of work, which the FAA defines as “a completed project that will result in an increase in safety, usefulness, or usability at the airport.” In the case 6 - 1 September 3 , 2019 Order 5090.5 of development to be accomplished in phases, a safer, more useful, and more usable unit must be provide d at least upon completion of all projects in the ODO.

6.1.4 Overview of the ODO - Capital System .

6.1.4.1 Figure 6 - 1 shows how the ODO - Capital Projects system groups together and identifies all of the phases or components of a project into a single overall project. A sin gle project name best describes the main focus or goal of the ODO, and remarks are used to provide more information about the foc us and purpose of the project. In this case, the ODO is “Runway 17 - 35 Extension” and the remarks provide more information about the focus of the project by quantifying the extension dimensions, noting which runway end is to be extended , and stating that the parallel taxiway will also be extended. Each capital project is further defined with short descriptions . ( See Sections 6.1.5 and 6.2. 6 for required elements of ODOs and capital projects, respectively, and Table 6 - 4 f or additional remarks that can be used to describe ODOs and capital projects . ) 6.1.4.2 Because a capital project represents a phase or component of an ODO, the distinct capi tal projects in an ODO may be in the same or different fiscal years. The capital project therefore identifies the AIP funding anticipated for the phase or component and the F Y in which funding is expected.

6.1.4.3 When any phase or part of an ODO transitions into the ACIP, the capital projects must be defined , and the funding must be identified. An ODO may continue to include projects beyond the projected funding years identified in the ACIP. In such cases, the ODO may continue to show funding estimates that are no t generally constrained by capital project details and funding availability for specific fiscal years, as required to be included in the ACIP .

6.1.4.4 Complex ODOs may have their work phased with multiple capital projects spanning several fiscal years. As the ODO and its scope become better defined, capital projects can be added, removed, or modified to better match the planned phasing or the expected components of the project.

6 - 2 September 3 , 2019 Order 5090.5 Figure 6 - 1 The ODO and Capital Projects Relationship 6.1.5 Creating ODOs .

A sponsor typically proposes an overall project in the CIP or other planning document or process outlined in Section 4.1.7 for the ODO to be established and for the nee d to be captured in the NPIAS. The FAA regional office must create an ODO in the NPIAS before any capital projects can be included in the ACIP.

6.1.5.1 Work encompassed by an ODO must be related, or incidental, to the primary goal of the ODO .

6.1.5.1.1 Work may also be grouped within a single ODO if the grouping provides a signific ant benefit to the federal government — for example, cost savings due to economy of scale. The individual capital projects are considered as part of the overall project if they are necessary to achieve the intended benefits of the ODO’s overall goal and purp ose. Another way to state this is that elements of work affected by the main purpose of the project shou ld be included in the same ODO.

Example: If the ODO’s goal is to construct new runway pavement, the installation of lighting, signage, and marking are n ecessary and related to achieve the full use of the new pavement and so would be grouped in the same OD O.

6 - 3 September 3 , 2019 Order 5090.5 6.1.5.1.2 In another example, if the ODO is to reconstruct only the center section of a runway that has centerline and edge lights, the centerline lights would be affected by the reconstruction and their replacement would be included in the ODO. However, the runway’s edge lights and guidance signs would not be affected and would not be in the same ODO as the reconstruction. Section 6.2 provides additional guidanc e on how to assess the relationship of work within an ODO.

6.1.5.2 Include necessary work components.

The ODO should include all necessary capital projects for its completion, including environmental, design, construction, etc. Environmental studies should be incl uded in the same ODO as the overall development, with one exception. If an Environmental Impact Statement is required, that must be in a separate ODO. Funding of the environmental capital project within an ODO does not constitute a commitment of funding th e related development projects, nor does it constitute a prejudgment of the environmental determination.

Environmental studies which include more than one project should be funded separately under different ODOs.

6.1.5.3 Timing of the work does not necessarily det ermine inclusion in the ODO.

The ODO should not group work together on the logic that it is being conducted at the same time or is similar in nature. For example, if taxiway work is being done, runway work should not be grouped within a single ODO simply b ecause it is similar type of work.

6.1.5.4 Keep the ODO current and accurate.

An ODO and the capital projects within it should continuously be updated to reflect the most accurate cost estimates, project phasing, and components.

6.1.6 ODOs and Capital Projects in the SO AR Database .

The SOAR database tracks and manages airport planning data as discussed in Section 1.2.2 . The NPIAS and ACIP are composed of ODOs and capital projects.

 ODOs for AIP - eligible work should be entered into the SOAR dat abase even if AIP funds are not anticipated to be requested. This data is needed for accurate reporting on development needs throughout the NAS. (Section 2.5.3 discusses the conditions for inclusion of PFC p rojects.)

 The FAA enters ODO data into the SOAR d atabase or, if airports and approved airport representatives have an external access to the SOAR database, they may submit the data electronically.

 The SOAR database includes the official list of work codes and associated standard descriptions for those co des used to describe ODOs and Capital Projects . These codes and descriptions are selected using dropdown menus. Table 6 - 1 lists the data requirements u sed to define ODOs. Standard descriptions for ODOs and Capital Projects can be supplemented with remarks, as described in Section 6.3 .

6 - 4 September 3 , 2019 Order 5090.5 Table 6 - 1 ODO Data Requirements ODO Data Element Content Planning Timeframe The ODO needs to identify if the project will be completed in the near - term (1 - 5 years), medium - term ( 6 - 10 years), or long - term (11+ years), as discussed in Table 2 - 1 and Section 4.4 . Information for medium - term and long - term projects is often uncertain; nonetheless, project information and estimates in these timeframes need to be as detailed as practical.

Work Code The most accurate work code for the intended project must be chosen. Refer to Appendix E and the FAA website, Orders & Notices page for more information on work codes. The work code is made up of three factors: Purpose: The primary purpose or r eason for undertaking the ODO (P in the NPS Equation).

Component: The physical component for which the development is intended, e.g., runway. (C in the NPS Equation) Type: The type identifies the actual work being done, e.g., extension, lighting, new const ruction (T in the NPS Equation).

Estimated Total Project Cost The total project cost must include all elements of the project, AIP and non - AIP eligible. See Section 6.2. 7 for additional details on costs.

Federal Share Percentage The maximum federal share percentage is established by statute based on the airpor t type (49 U.S. Code § 47109). The federal share percentage in the statute should be used as a default entry in the database unless a lower participation rate is established for the project.

Maximum Federal Share This is the estimated tot al federal share allowable for project cost for only work that is eligible for AIP funding. (49 U.S.C. § 47109) .

This amount is typically the entire project estimate less the estimated cost of ineligible work, multipl ied by the federal share percentage.

Project cost is based on current year dollars, that is, the dollar value in the year the costs were determined, not adjusted for inflation. Project cost includes including all soft costs such as engineering design and c onstruction contract administration, irrespective of anticipated funding source s. Table 6 - 2 pre sents an example of a maximum federal share calculation.

Addendum This is a small, character limited field that can be used as a quick reference to define the s pecific pavement or area addressed by the project — f or example, the specific runway end, the taxiway designator, apron identifier (e.g., GA, terminal, hardstand) or terminal concourse.

6 - 5 September 3 , 2019 Order 5090.5 Table 6 - 2 Example of Max imum Federal Share Calculation Cost Amount Total Project Costs $1,500,000 Total Non - AIP Eligible Costs ($500,000) Total AIP Eligible Costs $1,000,000 Federal Share Percent 90% Maximum Federal Share $900,000 6.2 Creating Capital Projects .

6.2.1 Separating an OD O into multiple capital projects assists in accurately defining, identifying, and accounting for the work necessary for its completion. Breaking down the ODO allows for proactive planning, including early identification of eligibility, justification, and d etermination of reasonableness. Therefore, it may be necessary to create multiple capital projects within an ODO to accurately characterize the work necessary to complete a given ODO.

6.2.2 Capital projects specifically identify and describe the phase or compone nt that will be completed in the overall ODO. If multiple tasks are to be accomplished in a capital project, which is often the case, those tasks should be identified in the capital project’s description. See Table 6 - 3 for guidance on what information to i nclude in the capital project’s descriptions.

6.2.3 Capital projects may be created to represent a single phase in a FY, to separate work that may go under different grants (such as Reimbursable Agreements between an airport sponsor and a federal agency), to des cribe work/phases that may move from one FY to another, or to identify different portions of the ODO for clarity.

6.2.4 When should separate capital projects be created, and what is necessary work?

6.2.4.1 Separate capital projects should be created when different types of work components are necessary to complete an ODO.

For example, to realign a taxiway that does not meet airport design standards, a taxiway section may need to be removed and a new detention pond constructed. To construct the new detention pond, the air port may also need to acquire a small parcel of land. All of these components are logically necessary to realign the taxiway to meet design standards. Each one of these therefore may be a capital project under the ODO to construct the new 6 - 6 September 3 , 2019 Order 5090.5 taxiway section. Each component may also be broken down to phases in order to meet local or federal financial constraints.

6.2.4.2 Necessary work should always be included in the same ODO to accurately account for all project costs required for the successful completion of the pro ject. These necessary capital projects must also be grouped within the same ODO to ensure streamlined funding of all necessary components of the project.

6.2.4.3 Can work in adjoining areas be considered necessary?

Work that is required to tie the project into the adjoining areas is considered necessary, but only to the extent it ensures the project meets proper engineering standards.

For example, when the project purpose is overlaying a runway, paving part of the connector taxiways is required to ensure the runway and taxiway profiles match. Rehabilitating the entire taxiway connector may be considered related, but only the portion required t ying the runway and connector taxiway pavements together correctly is considered necessary.

6.2.5 When is work related, but not nec essary?

6.2.5.1 Similar and in the same physical area.

6.2.5.1.1 Related, or incidental, work is work that would be convenient but not necessary to accomplish while undertaking a capital project. It might be similar work and in the same physical area. If it is not necessary to complete the project, this related work should not be considered as a capital project. As in the previous example, rehabilitating the entire taxiway connector is related work, but only the portion to tie the runway and connector taxiway pavements toget her is necessary.

6.2.5.1.2 Work that is related to the project may be included, but only in the f ollowing limited circumstances :  Related work must be 15 percent or less of the estimated capital project cost or no more than the Simplified Acquisition Threshold (2 C. F.R. § 200.88), whichever is less. (The Simplified Acquisition Threshold is the dollar amount below which a non - f ederal entity may purchase property or services using small purchase methods.) More information on the Simplified Acquisition Threshold and oth er procurement requirements are in the AIP Handbook ).

 If the related work exceeds the thresholds, it should be moved to its own ODO. The AIP Handbook provides examples of related work to help determine whether inclusion is in the federal government’s best interest.

In the case where related work exceeding the threshold is proposed to be included, the ADO or regional office can submit a request to APP - 520 6 - 7 September 3 , 2019 Order 5090.5 for approval t o group the projects together. However, if approved, the related work must still be broken out as a separate c apital project, within the ODO.

6.2.5.2 Request for approval of related work.

A documented request must be submitted fro m the regional office to APP - 1, through APP - 520, for approval before adding the related work. This type of work could be emergency or unexpected work that is needed in an adjacent location.

Example: If during a project to rehab an apron, an adjacent sectio n of taxiway is found to have distress that could create a safety hazard (foreign object debris), repair work could be extended to that area . The value of this adjacent work would have to be within the related work threshold (defined earlier as 15 percent or less of the estimated project cost, or the Simplified Acquisition Threshold, whichever is less).

Example: In a runway crack filling, sealing, and remarking project, a related connecting taxiway could not be included if it can be shown the taxiway work a lone is more than the Simplified Acquisition Threshold or 15 percent of the total project. A separate ODO for the taxiway work would be required . (Refer to 6.2.2.1) 6.2.6 Elements of a Capital Project .

Capital projects are defined by a set of data that the FAA e nters into the SOAR database when the capital projects are created and updated. Table 6 - 3 lists the capital projects data requirements.

Table 6 - 3 Capital Projects Data Elements Capital Project Data Co ntent Elements Grant Year The year in which AIP funds are expected to be disbursed in a grant to fund the capital project. This is for planning purposes and not a guarantee the funds will be granted in that fiscal year.

Phase Description A brief explanation of th e project phase or component of the ODO. For ODOs with more than one capital project, this description is critical for overall project tracking. Refer to Table 6 - 1 for additional details on what must be included in the description.

Flag(s) If the capital project meets the requirements of one or more of the flags, the appropriate flag(s) must be identified. Up to two flags may be identified. Select only a primary and secondary flag if more than two flags have been associated with the capital project. (See S ection 5. 7 .4.1 for more information on flags . ) 6 - 8 September 3 , 2019 Order 5090.5 Capital Project Data Co ntent Elements Assigned Funding The amount of funding anticipated for the capital project must be identified, by fund type (Entitlement, State Apportionment, Discretionary, etc.). This amount must not exceed the amount proj ected to be available in the selected FY or the capital projects cannot be entered into the system.

Noise Beneficiaries If the capital project is for noise mitigation, the number of noise beneficiaries, or student beneficiaries (in the case of an educatio nal institution), must be included.

Letter of Intent Number If the capital project provides funding for a payment of an approved LOI, the LOI number must be provided.

Reimbursable Agreement If the capital project provides funding for a reimbursable agree ment, the checkbox must be checked and the reimbursable agreement number mist be entered.

6.2.7 How are costs determined?

6.2.7.1 Total project cos t (Planning Estimates).

The total project cost is made up of the total AIP eligible project costs. All costs should be in current year dollars, that is, the dollar value in the year the costs were determine d, not adjusted for inflation.

6.2.7.2 Total AIP eligible project costs .

The AIP Handbook , provides guidance on AIP co st allowances in addition to eligibility. In general, eligible costs must meet five rules to be considered allowable.

 Directly necessary to accomplish the project.

 Incurred after the grant execution date. Unless specifically allowed in AIP - related legislat ion , 49 U.S.C. § 47110(b)(2) requires all project costs to be incurred after the grant execution date.

 Reasonable. Sponsors must perform a cost or price analysis of federally funded procurement action s , including contract modifications. The type of cost an alysis varies with the type of action or modification, as defined in the AIP Handbook .

 Exclusive to the project and not exceeding the federal share. 49 U.S.C. § 47110(b)(4) states that AIP funds must not be used for a project cost that has already been covered by another federal grant. In short, the costs must not be paid for by the federal government more than once and may not cause the federal share percentage of the project to exceed the feder al share allowed in 49 U.S.C. § 47109. However, an airport sponsor 6 - 9 September 3 , 2019 Order 5090.5 may use funds from another federal agency (but not for a project already paid for) if that federal agency permits this use. (See AIP Handbook ) .

 Within the limits of the grant agreement. 49 U.S.C. § 47110(b)(5) states that the total allowable federal costs cannot exceed the maximum federal cost that is in the grant agreement (except as allowed under certain conditions as stated in the amendment rules under 49 U.S.C. § 47108(b)).

6.2.7.3 Adjusting c ost e stimates .

As projects are further defined, cost estimates need to be updated. Cost estimates are usually updated when the project design is completed, negotiated contracts implemented, or pr ojects bid.

6.3 How to define ODOs and Capital Projects through Work Codes.

FAA regions code p rojects when an ODO is created. Capital projects within an ODO inherit the ODOs work code, description, and priority (NPR). The work code and associated standard proj ect description is selected within the SOAR database from a drop down menu. The resulting project description is used in the NPIAS and ACIP. The AIP Handbook contains guidance on selecting the w ork codes. The FAA website, Orders & Notices page lists these work codes along with standard project descriptions associated with each code.

6.3.1 How do you create distinct ODO and Capital Pr oject descriptions using remarks?

Create short, plain language descriptions of the overall project — the ODO — and the suppo rting capital projects. The ODO description should provide enough detail for the FAA and airport sponsor/public agency to easily iden tify and differentiate the ODO from other proposed projects at the airport. An ODO description should be more detailed than the auto - generated standard description . Table 6 - 4 pr ovides guidance and examples on what information to include in the ODO and capital project descriptions.

6 - 10 September 3 , 2019 Order 5090.5 Table 6 - 4 ODO and Capital Projects Descriptions Type of project Inform ation to include in ODO Remarks Information to include in the Capital p rojects description All projects What the focus of the project is in plain No project specific information language. If possible, add more information required .

than the “standard” description. For example , the ODO of Miscellaneous Studies could have remarks of Conduct a Pavement Management Progr am. An ODO of Acquire Low Emissions Vehicles could have remarks of Acquire four compressed natural gas (CNG) vehicles for operations and maintenance use.

All projects The amount of detail required is relative to Capital projects are generally t he timeframe assigned to the ODO. Long - only associated with ODOs in term work descriptions may be broad, the short term.

medium - term descriptions should be more specific, and short - term descriptions should be much more defined. Using the example in Figure 6 - 1, the ODO could have been created as a pr oject 10 years in the future with remarks of “Extend Runway 17 - 35 by approximately 500 feet on the Runway 35 end.” More detail, such as the width of the extension, the type of pavement, and the addition of the parallel taxiway extension dimensions can be a dded to remarks as the project is further defined.

All projects Number of phases expected to complete the Describe the work to be objective. (Using the example in Figure 6 - 1 , completed in the phase, e.g., the Runway 17 - 35 Extension O DO would Design, Reimbursable require multiple phases over multiple years Agreement, Grading, Paving, to complete the proje ct work and reopen the and Equipment Purchase.

runway.) The phase should be a f initely identifiable part of the ODO (useable unit). Indicate a measurable amount (for example, the number of units of equipment to be purchased or number of square yards for paving), if applicable, to be completed by the phase.

Flagged projects Give the rationale for the inclusion of flag(s). Identify if the capital project is For example: If the project is a wildlife directly related to the flag.

hazard assessment recommendation (WHAR flag), identify that the project is included in a wildlife hazard mitigation plan or has been adopted from a wildlife hazard site vis it.

6 - 11 September 3 , 2019 Order 5090.5 Type of project Inform ation to include in ODO Remarks Information to include in the Capital p rojects description Safety projects Identify the safety deficiency and the None proposed solution.

Special Identify the program, regulation authorizing None emphasis the project, or both. For example, an projects emphasis of applying grooving or friction treatment to primary and secondary runways a result of the Wendell H. Ford Aviation Investment and Reform Act (AIR 21).

Rehabilitation Identify the type of rehabilitation proposed. None projects For example, mi ll and overlay or crack seal.

For example, an ODO of Rehabilitate GA Apron could have remarks stating: This project repairs cracks and applies a slurry seal to extend the useful life.

Rehabilitation Justification for the rehabilitation. For None projects example, the type of deterioration, frequency of repairs, scarcity of parts, age, or Pavement Condition Index. In the example above of Rehabilitate GA Apron, justification could be stated as: Pavement management system evaluation identified pavement oxidi zation, extensive cracking, and a PCI of 39 (very poor).

Reconstruction Include the last date of reconstruction and None projects last date of rehabilitation. Identify any geometric modifications necessary to meet current standards including realignment a nd shifting.

Pavement Identify the pavement, i.e., taxiway name, If multiple parts (i.e. east/west projects runway end, apron location. Identification half of taxiway, north/south can also be done in the ODO Addendum porti on of apron) of pavements field of the SOAR database. are being included in a single ODO, identify the pavement area that is being worked on in the specific capital project.

Construction Include the dimensions of the affected None projects infrastructure: Length and width for runways & t axiways, square yards for aprons, square feet for buildings, number of units for other types of equipment such as signs.

6 - 12 September 3 , 2019 Order 5090.5 Type of project Inform ation to include in ODO Remarks Information to include in the Capital p rojects description Lighting projects List all the equipment in the system affected None by the project — lights, regulators, cabling, etc. Identify the typ e of lights used — high intensity, medium intensity, LED, incandescent, etc.

Equipment Type of equipment. None projects Building projects Purpose, type of building, or both, and None building size in square feet.

Noise mitigation Describe th e type of mitigation. For List the specific work done in the projects example, sound insulation or acquisition of phase and number of residence. beneficiaries (using the beneficiary fields).

Land projects Location and purpose of land. Include Name of specific tract(s) being number of tracts and approximate acreages. acquired . Exact acreage of each tract.

6 - 13 September 3 , 2019 Order 5090.5 Page Intentionally Blank 6 - 14

September 3 , 2019 Order 5090.5 APPENDIX A. DEFINITIONS Definitions and abbreviations are an important part of this Order. As with any large program, many words and phrases have s pecific meaning. Table A - 1 alphabetically lists the definitions in the Order . In the event that language in this Order conflict s with language contained in either Order 5100.38, Airport Improvement Program (AIP) Handbook (referred to throughout this Order as the AIP Handbook ) , or Order 5500.1, Passenger Facility Charge (PFC) (referred to throughout this Order as the PFC Order ) , the most recently issued language controls. The definitions here do not change pol icy or legislative requirements ; in the event of a conflict, the most recent statutory or regulatory language controls .

Table A - 1 Definitions Term Definition Acquire To come into possession or ownership of l and, a piece of equipment, etc.

Additional Construction of a new airport for a community that does not have an existing NPIAS Airport airport.

Airport Access Development of the ground access system within the airport property line.

Advisory These periodic informational notices are part of a single, uniform, agency - wide Circular system that the FAA uses to deliver advi sory material to industry, the aviation community, and the public.

Agency Refers to the Federal Aviation Administration (FAA).

Airport Per 49 U . S . C . § 47102(2), an airport is: a. An area of land or water used or intended to be used for the landing and takin g off of aircraft.

b. An appurtenant area used or intended to be used for airport buildings or other airport facilities or rights of way.

c. Airport buildings and facilities located in any of those areas.

Per 49 U . S . C . § 47102(2)(B), this specifically includes h eliports.

Airport Capital A plan that identifies eligible, justified, and reasonable development, planning, Improvement equipment, or environmental projects for airports which are included in the National Plan (ACIP) Plan of Integrated Airport Systems. Th e ACIP is the primary planning tool for systematically identifying , prioritizing , and assigning AIP funds to help meet the capital project needs of airports within the NPIAS.

Airport Code A factor used in the National Priority System equation to iden tify the role and size of (A) the airport.

A - 1 September 3 , 2019 Order 5090.5 Term Definition Airport A funding program that provides grants to public agencies – and, in some cases, to Improvement private owners and entities – for planning and developing public - use airports Program (AIP) included in the Natio nal Plan of Integrated Airport Systems. AIP has been providing federal grants for airport development and planning since the passage of the Airport and Airway Improvement Act of 1982 (P.L. 97 - 248).

Airport The grant as surances are the obligations associated with a grant that require the Improvement sponsors to maintain and operate their facilities safely and efficiently and in Program Grant accordance with specified conditions. Many of the assurances are based on 49 Assurances U . S . C . § § 47105, 47106 and 4 7107.

Airport As defined in 49 U.S.C. § 47102(26): a. A public agency that submits to the Sponsor Secretary under this subchapter an application for financial assistance; and b. A private owner of a public - use airport that submits to the Secretary under t his subchapter an application for financial assistance for the airport.

In most cases, the Airport Sponsor is considered the owner of the airport.

Administrative Reasonable and necessary costs of administering the AIP/PFC program.

Costs Based Aircraft Aircraft that are “operational and airworthy,” which are based on the airport for most of the year. Nonprimary airports are required to provide this information on at least an annual basis to the FAA supported website, www.basedaircraft.com (National Based Aircraft Inventory Program which is related to the Airport Master Record (FAA Form 5010 - 1)). These aircraft are validated against the FAA Aircraft Registry to ensure accurate counts are used to categorize airp orts and in aviation forecasts.

These validated counts are referred to as validated based aircraft.

Basic Airport A nonprimary airport that supports general aviation activities such as emergency service, charter or critical passenger service, cargo operat ions, flight training, and personal flying.

Capacity The number of operations per year that the airport can safely accommodate based on airport configuration, fleet mix, and procedures. The hourly throughput (arrivals and departures) that an airport is a ble to sustain during periods of high demand.

Capacity Capacity projects include the minimum development or equipment that is required to Project reduce delay or improve an airport or system of airports for the primary purpose of (Purpose) maintaining acc ess or accommodating more passengers, cargo, aircraft operations, or based aircraft, or allow access to a broader fleet mix.

Capital List of eligible airport planning and development projects submitted by airport Improvement sponsors for inclus ion in the FAA Office of Airports Capital Improvement Plan Plan (CIP) (ACIP). The data from these plans are considered as the FAA develops the NPIAS Report to Congress and the ACIP.

Carry - Over Entitlements that were provided in a prior fiscal year were not used and remain Entitlements available for obligation for the original recipient.

A - 2 September 3 , 2019 Order 5090.5 Term Definition Commercial Title 49 of the United States Code defines a commercial service airport as a public Service Airport airport in a state that the Secretary of Transportation determines has at least 2,500 passenger boardings each year and is receiving scheduled passenger aircraft traffic.

A commercial service airport that has more than 10,000 passenger boarding’s each year is considered a primary airport, and a commercial service airport that has less than 10,000 annual boardings is considered a nonprimary airport.

Commercial Per 49 U . S . C . § 47102(7), a commercial service airport means a public airport in a Service Airport state that the Secretary determines has at least 2,500 passenger board ings each year and is receiving scheduled passenger aircraft service.

Component An element of the work code and used in the National Priority System equation to Code (C) determine the resulting NPR. The component code identifies the physical component (su ch as a runway or terminal) for which the development is intended.

Congestion A situation at a capacity constrained airport where an in traffic has led to more frequent and longer delays caused by demand for aircraft takeoffs and landings or other control led ground movements exceeding capacity of those associated airport movement areas.

Construction The process of making improvements on the airport. Construction may include new or existing facilities.

Critical Aircraft Also called “design aircraft” or “c ritical design aircraft”. An aircraft that planners and others use to determine the airport design standards for a specific runway, taxiway, taxilane, apron, or other facility (such as Engineered Materials Arresting System).

This aircraft can be a specific aircraft model or a composite of several aircraft using or expected to make regular use at the airport or part of the airport. The specific rules and guidelines for determining the applicable critical aircraft is contained in the current version of Adviso ry Circular 150/5000 - 17, Critical Aircraft and Regular Use Determination .

Demolition Destruction and removal of an object or structure as part of a capital improvement project or program.

Discretionary These funds, subject to certain restrictions in legi slation, are available for distribution at the discretion of the Secretary of Transportation. The discretionary funds are not required to be distributed to specific states and sponsors. 49 U.S.C. § 47115 and 49 U.S.C. § 47117 provide statutory set - asides a nd minimum funding for noise, military, capacity, safety, and security.

Discretionary A list of projects that are seeking discretionary funds in a particular fiscal year.

Candidate List (DCL) Enplanement A r evenue passenger boarding at airports (includin g heliport or seaplane base) that receive scheduled or nonscheduled passenger service. The definition also includes passengers who continue on an aircraft in international flight that stops at an airport in any of the 50 states for a non - traffic purpose, s uch as refueling or aircraft maintenance rather than passenger activity.

A - 3 September 3 , 2019 Order 5090.5 Term Definition Entitlements Funds apportioned under AIP based on formulas within 49 U . S . C . § 47114.

Comprised of the following: passenger entitlements, nonprimary entitlements, cargo entitlements, state apportionment (including insular), and Alaskan supplemental).

Environmental Environmental projects include studies and resulting actions required to comply with Project the National Environmental Policy Act (NEPA) and other f ederal environ mental (Purpose) laws, regulations, and initiatives.

Feasible The project is capable of occurring within the designated time frame and meeting all federal, state, and local requirements.

General Defined in 49 U.S.C. § 47102(8) A public - use airport located in a state that, as Aviation determined by t he Secretary of Transportation: Airport a. Does not have scheduled service; or b. Has scheduled service with less than 2,500 passenger boardings each year.

Hub Airport Commercial service airports that comprise four classifica tions: a. Large hub airports — enplane at least 1% of the national annual passenger boardings. 49 U.S.C. § 47102(11).

b. Medium hub airports — enplane at least 0.25% but less than 1% of the national annual passenger boardings. 49 U.S.C. § 47102(13).

c. Small hub airpor ts — enplane at least 0.05% but less than 0.25% of the national annual passenger boardings. 49 U.S.C. § 47102(25).

d. Non hub airports enplane less than 0.05% of the national annual passenger boardings. 49 U.S.C. § 47102(14).

Improve To make better in quality or usability.

Joint Planning A periodic meeting held at primary and reliever airports where airport specific Conference planning and development issues are discussed. Typically , short - term initiatives of sponsor, tenant and FAA (i.e. NAVAID upgrades) are discussed. Typical attendees include FAA Airports, the airport sponsor, state aviation officials, local FAA representatives, airlines, general aviation representatives and other airport tenants.

Joint Use An airport owned by the Department of Def ense, at which both military and civilian Airport aircraft share the airfield. (49 U.S.C. § 47175(7)) Justified When a project (1) advances an Airport Improvement Program (AIP) policy; (2) meets an actual airport need within the next five years; and (3) has an ap propriate project scope. The FAA normally determines if an AIP project is justified. Defined in Chapter 3 of the current FAA Order 5100.38, Airport Improvement Program Handbook.

Large Hub Per 49 U . S . C . § 47102(11), a primary commercial service ai rport that enplanes at Airport least 1% of the national annual passenger boardings.

Light To install lighting fixtures such as runway lights, taxiway lights, or apron lights.

A - 4 September 3 , 2019 Order 5090.5 Term Definition Local Airport A category of nonprimary airport that supplements local communities by pr oviding access primarily to intrastate and some interstate markets.

Long Term Refers to planning and projects that are expected to occur 11 or more years beyond (11+ Years) the current year.

Mark To paint pavement markings on runways, taxiways, aprons, a nd roadways on the airport. May include the painting of various objects such as antennas to make them more visible.

Medium Hub Per 49 U . S . C . § 47102(13), a commercial service airport that enplanes at least Airport 0.25% but less than 1% of the national an nual passenger boardings.

Metropolitan The Office of Management and Budget establishes and maintains the delineations and of Metropolitan St a tistical Areas, Micropolitan Statistical Areas, and Combined Micropolitan Statistical Area s . See the latest OMB Bulletin, “Revised Delineations of Statistical Metropolitan Statistical Areas, Micropolitan Statistical Areas, and Combined Area s (MSA) Statistical Areas, and Guidance on Uses of the Delineations of These Areas” (OMB Bulletin No 18 - 04, September 2018).

Mid - Term (6 - 10 Planning studies and projects that are expected to occur six to ten years after the Years) current year.

Military Airport The program that allows the FAA to give grants to civil sponsors of joint - use military Program (MAP) airfields or former military airports (49 U . S . C . § 47118).

49 U.S.C. § 47117(e) (1) (B) designates at least 4 percent of Airport Improvement Program discretionary funds set aside for the FAA to use towards projects at MAP designated airports, usually for transitioning MAP - des ignated airport from military to civilian use.

National A category of nonprimary airport that supports the national and state system by Airport providing communities with access to national and international markets in multiple states and throughout the U .S.

National Plan Every other year, the Secretary of Transportation is required to develop a plan that of Integrated specifies the eligible airport development considered necessary (along with the Airport estimated costs) to provide a safe efficient, and integrated system of public - use System s airports. The development needs to adequately anticipate and meet the needs of (NPIAS) civil aeronautics, the national defense requirements of the Secretary of Defense, and the United States Postal Service. This plan is the NPIAS.

National A value generated as part of the Airport s Capital Improvement Plan for ranking a Priority Rating project’s importance and its potential for AIP funding. It is derived by using the NPS (NPR) equation that considers the project type, component of work, purpose, and airport type. The NPR generally categorizes airport development projects according to FAA goals and objectives. The NPR is only applicable to projects potentially funded through the Airport Improvement Program (AIP).

Natio nal The combination of quantitative and qualitative evaluation of airport development to Priority System assist in establishing and justifying Airport Improvement Program expenditures.

(NPS) A - 5 September 3 , 2019 Order 5090.5 Term Definition Near Term Planning studies and projects expe cted to occur within the 1 to 5 years.

(Current + 4 Years) New Airport A new airport includes : replacement, supplemental, or additional airport. A new ( Purpose) airport is also one converted from military to civilian/joint use.

Nonhub Per 49 U . S . C . § 47102(14), a co mmercial service airport that enplanes less than Airport 0.05% of the national annual passenger boardings.

Nonprimary An airport that is not a primary airport as defined under 49 U . S . C . § 47102(16). In Airport other words, an airport that has 2,500 to 10,000 pass enger boardings each year.

NPIAS Purpose The principal reason for an airport project. Used for categorizing development needs and reporting in the biennial Report to Congress.

Operation A takeoff or landing of an aircraft is considered one operation. The activity at an airport can be broken down into different categories based on the types of operations, such as local and itinerant or air carrier, commuter/air taxi, general aviation, and military operations.

Order In the current version of FAA Order 1320 .1, FAA Directives Management , directives are explained as the primary means within the FAA to issue, establish, and describe agency policies, organization, responsibilities, methods, and procedures. Orders are permanent directives and stay in effect until canceled.

Other Project Other projects include development items other than those necessary for safe and (Purpose) efficient airport operations or for improvement of airside capacity. Items such as fuel farms, hangars, and access roads . This also inclu des projects for converting military airfie lds to civil use (authorized under the Military Airport Program).

Passenger Authorizes the collection of PFC fees on revenue passengers enplaning at Facility Charge commercial service airports contr olled by a public agency. Airports use these fees to (PFC) Program fund FAA - approved projects that preserve or enhance safety, security, or capacity; reduce noise; or increase air carrier competition. Described in FAA Order 5500.1, Passenger Facility Charge .

PFC Projec t Airport planning, airport land acquisition or development of a single project, a multi - phased development program (including but not limited to development described in an airport capital plan) or a new airport for which PFC financing is sought or appr oved under 14 CFR 158 .

AIP - eligible projects that are intended to be funded through the PFC Program but are not on a current PFC application can be shown in SOAR with a purpose code of CC.

Planning An agency designated by the FAA Administrator that is authorized by laws of the Agency State or states (including District of Columbia, the Commonwealth of Puerto Rico, the Virgin Islands, American Samoa, the Government of the Northern Mariana Islands, and Guam) or political subdivisions concerned to engage in a rea - wide planning for the areas in which the grant assistance is to be used, but is not the airport sponsor.

A - 6 September 3 , 2019 Order 5090.5 Term Definition Planning Planning projects include, but are not limited to master plans, regional plans, state Project system plans, and environmental s tudies, as more thoroughly listed in Appendix E ( Purpose) of the AIP Handbook.

Primary Airport Publicly owned airports with scheduled air carrier services and more than 10,000 passenger boardings each year. Primary airports are grouped into four categories: large, medium, small hubs, and nonhub airports. (49 U . S . C . § 47 1 02(16)) Public Agency A public agency is a State government or any agency of one or more states; a municipality or other political subdi v ision of a state; an authority created by federal, state or local law; a tax - supported organization; an Indian tribe or pueblo. A public agency is an entity legally capable of imposing a PFC. (49 U.S.C. § 40117) Public Airport Per 49 U . S . C . § 47102(21), an airport used or intended to be used for public purposes th at meet the following two criteria: (a) that is under the control of a public agency; and (b) of which the area used or intended to be used for the landing, taking off, or surface maneuvering of aircraft is publicly owned.

Under 49 U.S. C. § 47102(22), a public - use airport is: Public - Use Airport a. A public airport; or b. A privately - owned airport used or intended to be used for public purposes that is: 1. A reliever airport or 2. Determined by the Secretary to have at least 2,500 passenger boardings each year and to r eceive scheduled passenger aircraft service.

Publicly An airport under the control of a public agency.

Owned Airport Purpose Code An element of the work code and used in the National Priority System equation to (P) determine the resulting NPR. The purpos e code identifies the overall purpose of the project (i.e., safety, capacity, planning, environmental).

Realign To change the position of an airport improvement. Generally, this involves the rotation of pavement about an axis (as opposed to along its cen terline or offset from its centerline).

Reasonable An ability to draw conclusions of an explanation of an action and its use of funds; analyzed based on a fair, just cause or motive.

Reconfigure To change the shape or formation of an improvement. For ex ample, an apron reconfiguration could change the shape of the apron while occupying the same overall area of pavement.

Reconstruct ion To construct again as new. Reconstruction of an improvement should allow the full Project useful life of the st ructure or facility to be achieved as if it were new.

(Purpose) A - 7 September 3 , 2019 Order 5090.5 Term Definition Regional A category of nonprimary airport that supports regional economies by connecting Airport communities to statewide and interstate markets.

Regular Use 500 or more annual operations, excluding t ouch and go operations. An operation is eithe r a take - off or a landing.

Regulatory Federal regulations with specific details, directives, or requirements with the force of Agency law enacted by federal agencies to enforce the legislative acts passed by local, Requirement state, or federal agencies.

Rehabilitation A comprehensive restoration of the original functionality resulting in a piece of Project pavement, piece of equipment, or building with a useful life of at least 10 years, or (Purpose) half of t he useful life whichever is less.

Reimbursable An agreement between an airport sponsor and a federal agency for the purpose of Agreement carrying out work necessary for the completion of a project if the work is necessary for the project and the other fed eral agencies statutes allow this action. For instance, 49 U . S . C . § 106(l)(6) allows the FAA to enter into reimbursable agreements in order to carry out the functions of the FAA. An example of this is a reimbursable agreement between a sponsor and the FAA Air Traffic Organization (ATO) for the purpose of having the ATO relocate an FAA - owned navigational aid that is required by an AIP funded project (as allowed under 49 U . S . C . § 44502(a)(2)). The A IP Handbook provides information about reimbursable agreements.

Reliever General Aviation airports in metropolitan areas that provide pilots with alternatives Airport to using congested commercial service airports or provide general aviation access to th e surrounding area (49 U.S.C. § 47102(23)).

Relocate To move to a different location. For example, relocating a taxiway involves removing the old pavement and constructing new pavement in a different location.

Remove To take away or eliminate an object s uch as lights, pavement, markings, buildings, trees, etc.

Replace To remove existing structure, facility, equipment, etc., and substitute it with new improvements. Generally , this is used for equipment such as lighting, NAVAIDS, snow removal, and Air Resc ue and Fire Fighting equipment.

Replacement Construction of a new airport that is needed to replace an existing airport that is Airport unable to meet the long - term aviation demand in the community or established design standards because the existing airp ort is constrained. It must be built to FAA design standards.

Reseal Project A project to extend the useful life of all or a portion of the pavement that will last a (Purpose) minimum of three to five years.

Revenue Per 49 U . S . C . § 47102(24), fuel farms, hangar buildings, self - service credit card Producing aeronautical fueling systems, airplane wash racks, major rehabilitation of a hangar Aeronautical owned by a sponsor, or other aeronautical support facilities that the Secretary Support determ ines will increase the revenue producing ability of the airport .

Facilit ies A - 8 September 3 , 2019 Order 5090.5 Term Definition Safety Projec t Safety projects include the minimum development or equipment that is required by ( Purpose) f ederal regulation, airport certification procedures, necessary for the safety of in dividuals or property at the airport, or design standards intended primarily for the protection of human life.

Security Security projects include the minimum development or equipment that is required by Project f ederal regulation for maintaining airport security.

(Purpose) Shift To move an item along the longitudinal axis. For example, a runway shift moves the runway ends forwards or backwards along the centerline only.

Simplified Per 2 CFR 200.88, simplified acquisition threshold m eans the dollar amount below Acquisition which a non - f ederal entity may purchase property or services using small purchase Threshold methods. Non - f ederal entities adopt small purchase procedures in order to expedite the purchase of items costing less than the simplified acquisi tion threshold. The simplified acquisition threshold is set by the Federal Acquisition Regulation at 48 CFR Subpart 2.1 (Definitions) and in accordance with 41 U.S.C. 1908. As of the publication of this part, the simplified acquisition threshold is $150,00 0, but this threshold is perio dically adjusted for inflation.

Small Hub Per 49 U . S . C . § 47102(25), a commercial service airport that enplanes at least Airport 0.05% but less than 0.25% of the national annual passenger boardings.

Special Projects that have been designated by Congress within the Airport Improvement Emphasis Program legislation or projects which satisfy FAA priorities that improve the safety Project and efficiency of the NAS. For example, an emphasis of applying grooving or frictio n (Purpose) treatment to primary and secondary runways a result of the Wendell H. Ford Aviation Investment and Reform Act (AIR 21).

Sponsor An entity legally capable of accepting an AIP grant. (49 U.S.C. §47102 (26) ) Standards Standards projects i nclude the minimum development, equipment, or land required Project due to a change in f ederal design or construction standards.

(Purpose) State An amount apportioned under 49 U.S.C. §47114 (d)(2) to states for GA airports.

Apportionment State Block Nonp rimary development projects in a state in the State Block Grant Program. A Project NPE grant is issued to a State Block grant sponsor. The SBG sponsor will then (Purpose) issue subgrants to nonprimary airport sponsors for NPE funded projects Supplemental Construc tion of a new airport that the FAA has determined is needed to supplement Airport an existing NPIAS airport that will remain open. Typically, supplemental airports are considered for providing additional capacity for a large, medium, or small hub airport. It is un usual to have a general aviation airport supplement an existing general aviation airport.

Throughput The actual number of aircraft operations per hour that occur at an airport; the capacity or annual service volume of a runway. Throughput can vary with de mand and available capacity.

A - 9 September 3 , 2019 Order 5090.5 Term Definition Type Code (T) An element of the work code and used in the National Priority System equation to determine the resulting NPR. The type code identifies the actual work being done (e.g., extension, improvement, master plan).

Upda te To bring up - to - date with current information, standards, and requirements. For example, an updated master plan would incorporate current airport facility and traffic information, new forecasts, and current FAA design standards and guidance.

Usable Unit of A completed project that will result in an increase in safety, usefulness, or usability Work at the airport. For Airport Improvement Program grants, a usable unit of work can be funded with one or more grants, provided the result is a usable unit of wo rk. For PFC projects, a Useable Unit of Work must be a safe, useful, and usable unit of work resulting from the project. In the case of development to be accomplished in stages, a safe, useful, and usable unit must be provided at least upon completion of t he final stage.

Useful Life Useful life is the time an asset or property is expected to be usable for the purpose it was acquired. Its usable life may be shorter than the item’s actual physical life or economic life, such as apron pavement (still useful) that nonetheless must be replaced as part of a new terminal program to adhere to grading requirements.

Worksites Refers to an existing airport, a planning agency, a state sponsor, a temporary or proposed airport, a state system plan placeholder, a “variou s locations” placeholder, or a state block grant administrator placeholder.

In SOAR, a worksite is typically synonymous with an airport location; however, for grant administration purposes, a worksite assignment is established for initiatives that are not airport - specific. A worksite, therefore, may not always represent the physical location where an airport development or planning project will occur.

A - 10

September 3 , 2019 Order 5090.5 APPENDIX B. N ATIONAL PRIORITY SYS TEM EQUATION This appendix discusses changes to the N ational Priority System (N PS ) Equ ation . The new values for the four variables, shown in comparison tables in this appendix , are the values in itially used with this update of this Order . However, because the FAA may update the values associated with each code to correspond to the agency ’s priorities or add codes resulting from legislative changes , current code values may be obtained from the FAA’s SOAR database .

B.1 What is the NPS e quation?

The NPS equation is used to calculate the National Priority Rating (NPR), a quantitative measure used for ranking project importance based on the project and airport type. The NP R comprises quantitative evaluations of airport development projects to assist in establishing and justifying AIP expenditures. The NPR score categorizes airport development accor ding to FAA goals and objectives , with higher numerical scores indicating the project is more aligned with FAA goals and objectives. In addition, qualitative factors are assessed through project justifications and flags and do not impact the NPR but are t aken into account in funding decisions.

B.2 Why was the NPS e quation changed?

B.2.1 To reflect a change in the FAA’s goals and project emphasis .

Some of the FAA’s goals and points of emphasis have shifted since the previous NPS equation was created in 2000. Airport types have been added that may not be scored appropriately due to a lack of flexibility in the original NPS equation. Additionally, the FAA recognized the weighting of some types of work needed to be adjusted to better reflect the FAA’s current areas of e mphasis and statutory requirements .

The FAA then conducted a survey of the Office of Airport s personnel in Headquarters, regional offices , and ADO s to gauge whether the project priorities properly reflect the FAAs goals and priorities. Respondents were ask ed to rank 32 types of AIP projects.

Figure B - 1 shows the 32 projects in rank order alongside the rank under the current NPR based on the survey response. Each project was presented at least three times in the survey and were rank ed against a different se t of projects each time. Respondent valuations were affected by several factors, including the type of airport, the state or region of the country, and the types of AIP projects that most support FAA’s mission. In analyzing the results, the FAA order team attempted to account for regional and other variances among respondents. For example, snow removal equipment is rated lower in warmer regions than in the colder ones. The two highest ranked projects in the survey are Runway Project and Runway Safety Area. Both projects are highly rated across all regions and headquarters. These findings reflect changes in FAA priorities that had not been reset since the implementation of the NPR in 2000.

B.3 Summary of Results .

Using the results and findings from the survey, c ombined with a more modern view of the FAA’s current areas of emphasis and statutory requirements, the new equation reflects an updated set of pr iority values to AIP projects. These include: B - 1 September 3 , 2019 Order 5090.5  To reduce the disproportionate impact of project purpose on proje ct scoring.

One of the most important findings from analyzing the original NPS equation is the significant impact of the Purpose Code (P) element on the resulting NPR. The P element dominated the NPR where a low P value ensured a low NPR, regardless of th e other elements’ values .

 To better characterize projects. Consistency in project coding improves accuracy of tracking and characterizing projec ts in the NPIAS, ACIP and AIP. Coding was made more intuitive by defining new codes and eliminating double codes – codes that had repeated letters such as PL PL MA and OT OT FF. Project types were combined, where practical to minimize or eliminate duplicate coding for projects.

 To capture PFC projects more completely into the NPIAS airport database.

Adding PFC work codes allows PFC projects to be represented in the NPIAS and ACIP until funded. All PFC codes are assigned a value of zero. This is in keeping with the governing legislation of the PFC program which pr ohibits prioritizing projects.

 To better consider the v arious airport roles. The new NPS equation places higher value on airport type, recognizing the greater impact of projects at larger airports, and the effect on movement of passengers and cargo throughout the country.

However, the differential values of “ A” and the structure of the equation ensure that the NPR of similar types of projects do not vary by more than 15 percent between large hub and basic airports. This retains competitiveness for projects at smaller airports.

B.4 What are the Differences between the Original NPS Equation and the Revised NPS Equation?

The old and revised NPS equations utilize the same variables, but the form of the equation, the constants, and the variable values have been changed. Table B - 1 compares the old and new equations and t he values of the associated codes. Both equations use the following variables:  P, th e Purpose variable, identifie s the underlying objective of the development, planning, or equipment project. These include capacity, safety, e xtending the useful life, etc.

 A, the airport classification, is based on a grouping of airports using hub siz e and activity .

 C, the Component variable, identifie s the development area, planning study, or type of equipment that is the focus of the project. For example, runways, airport master plans, or trucks for the Aircraft Rescue and Fir e Fighting unit are components.

 T, the Type variable, represent s the work to be done such as constructing a development project, conducting a planning study, or purchasing a piece of equipment.

B - 2 September 3 , 2019 Order 5090.5 Table B - 1 Comparison of Old and Revised NPS Equations Component Old NPS Equation Revised NPS Equation Formula NPR = 0.25P*(1.4P + A + C+ 1.2T) NPR = ((4A)+(2C)+(.7P)+(.7T))/4.2 Variables Old Value Range Revised V alue Range Purpose (P) 1 to 10 1 to 100 Airport (A) 2 to 5 7 to 20 Component (C) 10 to 100 1 to 100 Type (T) 10 to 100 1 to 100 B.5 Conclusion .

The codes and values associated with each variable in the equation were ad justed, tested , and readjusted by th e FAA O rder team and other FAA staff . This ensured that the resulting NPR for various projects met the objectives of reducing the influence of the purpose code, balancing airport roles , and capturing current priorities.

B - 3 September 3 , 20 19 Order 5090.5 Figure B - 1 Projects in Order of Ranking by Survey of FAA Personnel (All Responses) B - 5 September 3 , 20 19 Order 5090.5 Page Intentionally Blank B - 6

September 3 , 2019 Order 5090.5 APPENDIX C. NPIAS - ACIP PLANNING CALENDAR The following table s present key dates in the NPIAS - ACIP Planning Process. All dates are approxi mate and may change with changes in timing of funding authorization and/or appropriation . The FAA sets the annual calendar each year and distributes it within the Airports organization. Airport sponsors can contact the ADO or regional office to obtain cur rent key dates.

Table C - 1 NPIAS Planning Process Approximate Key Dates and Responsibilities Events and Actions Items Responsible Start Date Duration Due Date Fiscal Party Year Type NPIAS Guidance issued FAA HQ N/A N/A Spring Odd Notify States and Airports of Deadlines for Updating FAA Field and HQ N/A N/A September Odd Activity Data for Nonprimary Airport Roles Review NPIAS based on HQ guidance FAA Field October 1st 3 months December Odd Final edits to Activity Data (based aircraft.com) Airports and July 1st 5 ½ months Mid - December Odd States Initial NPIAS Snapshot: 5 year - Starting with next FAA HQ N/A N/A Mid - January Even fiscal year APP 400 reviews NPIAS Snapshot and provides FAA HQ and Field Mid - January 30 days Mid - February Even comments to FAA Field , including Appendix A APP 400 provides draft list of Unclassified Airports to FAA Field January 2 30 days February 1 Even FAA Field for review Final NPIAS Snapshot Taken FAA HQ N/A N/A Mid - February Even NPIAS Report Published FAA HQ N/A N/A September Even t h C - 1 September 3 , 2019 Order 5090.5 Table C - 2 ACIP Planning Process Approximate Key Dates and Responsibilities Responsible Fiscal Events and Actions Items Start Date Duration Due Date Party Year Type ACIP ad justments due to previous FY funding FAA Field October 1 st 1 month October 31 st Every APP 520 issues final ACIP Snapshot and FAA HQ N/A N/A 3rd Monday of Every development discretionary planning ceilings for November current fiscal year FAA begins coord inating with Sponsors and Public FAA Field October 1 st 3 ½ months 2 nd week of Every Agencies on development needs for next 3 fiscal January years beyond current fiscal year Airport sponsors submit development needs (CIP) to Airport Sponsor October 1 st 4 Months End of January Every FAA Field Office for next 3 fis cal years beyond current fiscal year 1 st week of End of ACIP Guidance issued FAA HQ 8 weeks Every January February FAA reviews initial CIPs received and provide FAA Field 1 st week of 2 weeks 2 nd week of Every comments to airport sponsors and p ublic agencies February February Revised CIPs due to FAA Field (Coordinate with Airport Sponsor N/A N/A 1 st week of Every ADO/RO) March The national ACIP and DCL are internal, deliberative FAA documents. The national ACIP and DCL cannot be distributed outside of FAA, in whole or in part, in any form.

This date is approximate and provided for activity planning.

C - 2 September 3 , 2019 Order 5090.5 Responsible Fiscal Events and Actions Items Start Date Duration Due Date Party Year Type st FAA Field Office reviews and concurs with final CIPs 1 week of FAA Field 4 weeks End of March Every received for roll - up into ACIP March nd ACIP entry into FAA Database to identify project 2 Monday of FAA Field N/A N/A Every financing, including use of PFCs April st Declare intentions to use entitlements for current 1 business Airport Sponsor N/A N/A Every fiscal year projects day in May st Application for AIP funding on current fiscal year 1 week of Airport Sponsor N/A N/A Every projects is due June Make funding and project adjustments to following st st fiscal year CIPs based on sponsors' current year 1 week of 1 week of FAA Field 1 Month Every declared intentions to use entitlements as well as May June reported carry - over.

rd 3 week of Draft ACIP to HQ FAA Field Every June rd th 3 week of 4 week of Initial ACIP Snapshot FAA HQ 1 week Every June June rd st 3 week of 1 week of Send ACIP Checklist to Field FAA HQ 2 weeks Every June July st th 1 week of 4 week of ACIP review and comments back to regions FAA HQ 3 weeks Every July July FAA concurrence on CIPs or inclusion of a project on the national ACIP or DCL does not constitute a commitment of federal fun ding.

C - 3 September 3 , 2019 Order 5090.5 Responsible Fiscal Events and Actions Items Start Date Duration Due Date Party Year Type th th 4 week of 4 weeks ACIP Regional changes complete - submit regional 4 week of FAA Field Every July review checklist to HQ August N/A N/A End of ACIP review complete and second snapshot taken FAA HQ Every September APP 510 completes calculations of following fiscal FAA HQ N/A N/A 2 nd week of Every year adjustments to entit lements using actual PFC February collections from prior calendar year and provides to (February 14) APP 400 PFC forecast amount for next fiscal year due for input st Public Agency N/A N/A July 1 Every into FAA Database Co nfirm public agencies' PFC forecast amounts are N/A N/A st FAA Field July 1 Every complete N/A N/A st PFC forecast amount for next fiscal year compiled FAA HQ July 31 Every APP 400 completes review of entitlements N/A N/A August - FAA HQ Every adjustments and provides to APP 520 September C - 4

September 3 , 2019 Order 5090.5 APPENDIX D. REFERENCES AND WEB LINKS D.1 General.

Table D - 1 contains a list of the references included in this Order . Web links are provided in this list and were current on the Order publication date. The ver sions for s pecific documents are not given, although the current version must be used. Also, website links do not link directly to documents because these types of links tend to break often.

Instead, they link to source web pages to ensure links stay curr ent (and for some documents this is required by FAA Web policy).

This Order may be found at: FAA Orders Table D - 1 References and Web Links Reference Web Links AIP Handbook (FAA Order http://www.faa.gov/airports/aip/aip_handbook/ 5100.38) AIP Grant Assurances http://www.faa.gov/airports/aip/grant_assurances/ The grant assurances are the obligations associated with a grant that require the sponsors to maintain and operate their facilities safely and efficiently and in accordance with specified conditions . Many of the assurances are based on 49 U . S . C . § § 47105, 47106 and 47107.

AIP Program Guidance http://www.faa.gov/airports/aip/guidance_letters Letters (PGLs) Program guidance letters are interim guidance issued about AIP. A PGL is a change to the Handbook.

AIP Program Information http://www.faa.gov/airports/aip/guidance_letters Memorandums (PIMs ) Program Information Memoran dums are interim guidance that does not change the content of the AIP Handbook , but provides additional clarifying information.

Airports Cooperative http://www.trb.org/Main/Public/Blurbs/157794.aspx Research Program Synthesis 4: Counting Aircr aft Operations at Non - Towered Airports Airports Cooperative http://www.trb.org/Main/Blurbs/172335.aspx Research Program Report 129: Evaluating Methods for Counting Aircraft Operatio ns at Non - Towered Airports Code of Federal Regulations https://www.ecfr.gov/cgi - bin/text - idx (CFR) D - 1 September 3 , 2019 Order 5090.5 Reference Web Links Current FAA Advisory http://www.faa.gov/airports/aip/ Circulars Required for Use in This is the list of advisory circulars that must be used on AIP and PFC AI P F unded and PFC funded projects. Other advisory circulars that are specific to the project Approved Projects may also be needed. The list is kept up - to - date by AAS - 100.

FAA ASSET Study http://www.faa.gov/airports/planning_capacity/ga_study/ FAA Advisory Circulars (ACs) http://www.faa.gov/airports/resources/advisory_circulars/ FAA Airport Benefit - Cost http://www.faa.gov/airports/aip/b c_analysis/ Analysis Guidance This document provides guidance to sponsors on benefit - cost analysis (BCA) for capacity projects.

FAA Forecast Reviews http://www.faa.gov/airports/planning_capacity/ Guidance on R eview and Approval of Local Aviation Forecasts is available on the Airport Planning and Capacity page of the FAA website.

FAA Office of Airports http://www.faa.gov/airports/ Website This website contains many r eferences, forms, guidance, and other information needed for AIP projects.

FAA National Plan of https://www.faa.gov/airports/planning_capacity/npias/ Integrated Airport Systems This is the report transmitted to Congress every other year. Appendix A (NPIAS) contains the list of airports and Appendix C contains the current statutory and policy definitions.

FAA Orders http://www.faa.gov/regulations_policies/orders_notices/ Federal Register Notices http://www.archives.gov/federal - register/ Office of Management and https://www.whitehouse. gov/omb/information - for - agencies/circulars/ Budget (OMB) Circulars Public Laws https://www.congress.gov/ United States Code (U . S . C . ) https://www.govinfo.gov/app/collection/u scode D - 2

September 3 , 2019 Order 5090.5 APPENDIX E. WORK CODES Work codes are defined by the FAA to reflect th e FAA’s priorities in the NAS. As such , codes are adjusted annually. New codes may be added and codes that are no lo nger useful may be eliminated. Values of the various codes may also chang e to suppor t changing project priorities.

The current listing and assignment of values for A, C, P, and T are maintained in SOAR.

Work codes define projects and tasks in the NPS Equation : NPR = ((4A)+(2C)+(.7P)+(.7T))/4.2 Where A is the Airport Code, C is the Component Code, P is the purpos e Code and T is the Type Code. Descriptions and values are pres ented in the following tables for the AIP and PFC Programs . Values shown at the bottom of Table E - 2 with a “0” are related to the State Block Grant Program or the PFC Program (which does not use the Purpose code ) so the NPS equation is not ap plicable . In Tables E - 3 and E - 4 if the code is applicable to the AIP or PFC Progra m there is a number, if the code is not applicable to a program it is labeled NA (i.e., no t applicable).

Table E - 1 Airport Categories and Values Nonprimary Airport Classification Primary Airport Classification “A” Value (includes nonprimary commercial service) Large Hub 20 NA Medium Hub 18 Natio nal Small Hub 16 Regional Nonhub 14 Local NA 12 Basic NA 7 Unclassified Table E - 2 Purpose Code Values Purpose Description AIP “P” Value CA Capacity 70 EN Environmental 80 OT Other 25 E - 1 September 3 , 2019 Order 5090.5 Purpose Description AIP “P” Value PL Planning 6 5 RC Reconstruct 75 RE Rehabilitate 75 RS Reseal 75 SA Safety 100 SE Security 100 SP Special Emphasis 80 ST Standards 35 CC Passenger Facility Charge Program 0 SB State Block ( only use as SB GP PP) 0 Table E - 3 Component Code Values AIP PFC Component Description “C” Value “C” Value AF Airfield 25 NA AP Apron 65 0 AR Access Road 20 NA BD Building 32 0 BE Building and Equipment (Control Tower) 65 NA EQ Equipment 85 0 GT Ground Tr ansportation 20 0 GP Grant Program (SBGP) 0 NA HE Heli pad/Heliport 65 0 HO Homes 72 0 LA Land 70 0 E - 2 September 3 , 2019 Order 5090.5 AIP PFC Component Description “C” Value “C” Value MA Airport Master Planning 70 NA ME Metro Area Planning 60 NA NA New Airport 45 0 OT Other 1 5 0 PB Public Building 62 0 PI Privatization Planning 6 5 NA PL Planning 60 0 PM People Mover 20 NA RL Rail 20 NA RP State/Regional Planning 65 NA RV Revenue Producing 10 NA RW Runway 90 0 SB Sea plane Base 70 0 SL Sealane 70 NA SV Service/Perimeter Road 15 NA TE Terminal 22 0 TL Taxilane 6 0 NA TW Ta xiway 80 0 FI Financing NA 0 NO Noise NA 0 Table E - 4 Type Code Values AIP PFC Type Description “T” Value “ T ” Value 60 Outside 65 DNL 10 0 E - 3 September 3 , 2019 Order 5090.5 AIP PFC Type Description “T” Value “ T ” Value 65 65 - 69 DNL 35 0 70 70 - 74 DNL 65 0 75 Within 75 DNL 85 0 AC Access 16 0 AQ Acquire 43 0 CO Construct 70 0 CT Construct New Contract Tower 50 0 DI Deicing 50 0 DR Drainage 62 0 DV Development 44 0 Environmental Related NA ES 62 Assessment/Plan/Study EX Expand/Extend 64 0 FF Fuel Farm/Utilities 24 NA FR Fr iction Course 89 NA GE Generator 62 NA GI Geographic Information 50 0 HG Hangar/T - Hangar 8 NA IM Improve/Modify 62 0 IN Install 85 0 LF Lift Device 15 0 LI Lighting 62 0 MS Miscellaneous 15 0 MT Mitigation 65 0 NO Noise 61 0 E - 4 September 3 , 2019 Order 5090.5 AIP PFC Type Description “T” Value “ T ” Value NP New Plan/Study/As sessment 70 0 OB Obstruction 100 0 PA Parking 3 0 PR Energy Production 1 NA PS Power Supply 62 NA RF Rescue and Fire Fighting 100 0 RT Reconstruct Contract Tower 48 0 SE Security 85 0 SF Safety Area 100 0 SG Marking/Signage 92 0 SH Shift or Recon figure 62 NA SN Snow 91 0 SR Sensors 85 0 SZ Approach Protection 84 0 UP Update 80 0 VI Vertical/Visual Guidance System 68 0 VU Electrical Vault 62 NA WH Wildlife 80 0 WR Wash Rack 5 NA WX Weather 75 0 ZE Zero Emissions 25 0 PP SBGP Project (SBG P only) 0 NA AD Administrative Costs NA 0 AT Air Traffic Modernization Program NA 0 E - 5 September 3 , 2019 Order 5090.5 AIP PFC Type Description “T” Value “ T ” Value DS Debt Service NA 0 EA Environmental Study NA 0 HO Homes NA 0 LA Land NA 0 MP Multi - Phase NA 0 OT Other NA 0 PB Public Building NA 0 PM People Mover NA 0 RL Ra il NA 0 RX Runway Incursion Mitigation NA 0 SV Service Road NA 0 VL VALE NA 0 E - 6